what cam?
what cam? What cam would u guys put on my set up ( mods on sig ) and idk what the LSA is inlighten me lol
FMS-F13-112 FMS Custom Grind Camshaft - 230"/232" .595"/.585" 112LSA - aggressive profile with a 2500-6800 RPM range, rough idle
FMS-F14-112 FMS Custom Grind Camshaft - 232"/234" .598"/.598" 112LSA - aggressive profile with a 2600-7000 RPM range, rough idle
FMS-F13-112 FMS Custom Grind Camshaft - 230"/232" .595"/.585" 112LSA - aggressive profile with a 2500-6800 RPM range, rough idle
FMS-F14-112 FMS Custom Grind Camshaft - 232"/234" .598"/.598" 112LSA - aggressive profile with a 2600-7000 RPM range, rough idle
Last edited by snugans310; Feb 1, 2010 at 04:29 PM.
What cam would u guys put on my set up ( mods on sig ) and idk what the LSA is inlighten me lol
FMS-F13-112 FMS Custom Grind Camshaft - 230"/232" .595"/.585" 112LSA - aggressive profile with a 2500-6800 RPM range, rough idle
FMS-F14-112 FMS Custom Grind Camshaft - 232"/234" .598"/.598" 112LSA - aggressive profile with a 2600-7000 RPM range, rough idle
FMS-F13-112 FMS Custom Grind Camshaft - 230"/232" .595"/.585" 112LSA - aggressive profile with a 2500-6800 RPM range, rough idle
FMS-F14-112 FMS Custom Grind Camshaft - 232"/234" .598"/.598" 112LSA - aggressive profile with a 2600-7000 RPM range, rough idle
I have an MS4 cam forsale if you would like it.... shoot me a pm.
Quoted from Texas Speed.
Magic Stick V.4 239/242, .649"/.609" Camshaft With Your Choice of Lobe Seperation (111 LSA Standard)
The Magic Stick V4 camshaft is Texas Speed's premier LS1 camshaft!
The MS4 camshaft is the result of extensive engine dyno testing & research! Engine dyno results have shown over 80 horsepower gains with no other changes on a stock 2001 LS1 engine!!
2300-6800 RPM Power Band with a peak around 6400rpm; This is an excellent performance camshaft with a rough idle! Custom tuning and PRC dual valve spring kit required
This camshaft typically gains approximately 60+rwhp!
Quote from the cam guide...
C. Lobe Separation Angle (LSA)
- LSA is defined as spread in camshaft degrees between the intake centerline and the exhaust centerline.
- Overlap is the number of crankshaft degrees that both the intake and exhaust valves are open as the cylinder transitions through the end of the exhaust stroke and into the intake stroke
- LSA is ground into the cam and cannot be changed without grinding a new cam
- Bigger duration cams will have more overlap then a smaller duration cam even if both are on the same LSA.
- The key to making overlap work is maximizing the power in the rpm band where you want it.
- Long overlap periods work best for high-rpm power. For the street, a long overlap period combined with long-duration profiles combine to kill low-speed torque
- Reducing overlap on a long-duration cam will often increase midrange torque at the expense of peak power, but if the average torque improves, that’s probably a change worth making.
- Many enthusiasts purchase a camshaft strictly on the basis of how it sounds. A cam with generous overlap creates that distinctive choppy idle that just sounds cool.
- While doing my research on the T1 I cam across this dyno in which if I recall Tony (Nineball) stated that the blue graph was a T1 (112 lsa) and the other 2 where a B1 (114) lsa. 112 vs. 114
- What really affects where the cam makes the most power is the intake timing events. What affects drivability most is the exhaust-closing event.
C. Lobe Separation Angle (LSA)
- LSA is defined as spread in camshaft degrees between the intake centerline and the exhaust centerline.
- Overlap is the number of crankshaft degrees that both the intake and exhaust valves are open as the cylinder transitions through the end of the exhaust stroke and into the intake stroke
- LSA is ground into the cam and cannot be changed without grinding a new cam
- Bigger duration cams will have more overlap then a smaller duration cam even if both are on the same LSA.
- The key to making overlap work is maximizing the power in the rpm band where you want it.
- Long overlap periods work best for high-rpm power. For the street, a long overlap period combined with long-duration profiles combine to kill low-speed torque
- Reducing overlap on a long-duration cam will often increase midrange torque at the expense of peak power, but if the average torque improves, that’s probably a change worth making.
- Many enthusiasts purchase a camshaft strictly on the basis of how it sounds. A cam with generous overlap creates that distinctive choppy idle that just sounds cool.
- While doing my research on the T1 I cam across this dyno in which if I recall Tony (Nineball) stated that the blue graph was a T1 (112 lsa) and the other 2 where a B1 (114) lsa. 112 vs. 114
- What really affects where the cam makes the most power is the intake timing events. What affects drivability most is the exhaust-closing event.
do you know what the intake centerline is on the those camshafts (basically if it has advance built into the cam)..... either one really, they will be within about 10rwhp of each to be honest
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both cams are very close and will have good mid range and top end. If you want a sslightly better driver get the first, slightly better power get the 2nd. Imo they are so close you wont be able to tell the difference.
