GSC Power-Division S-Series Cams
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GSC Power-Division S-Series Cams
I haven't seen these cams mentioned yet for the Evo X:
http://www.jscspeed.com/evo_x/engine...s/gsc_cams.htm
Looks like they are still working out final details but they could be a more affordable alternative to the HKS mentioned a few weeks ago.
http://www.jscspeed.com/evo_x/engine...s/gsc_cams.htm
Looks like they are still working out final details but they could be a more affordable alternative to the HKS mentioned a few weeks ago.
GSC's Power-Division high-performance camshafts for the 4B11T powered Mitsubishi Lancer Evolution X are engineered to offer the absolute best performance. Power-Division has stepped up their game with the S-Series cams for the Evo X. With the multiple profiles, Power-Division has a cam to fit your desired power output. From a stock Evolution 10 to a fully built MIVEC monster, GSC's Power-Division S-Series cams can add power where you need it.
GSC's Power-Division is developing valvetrain upgrades that will be needed to use these new cams. The new beehive valvespring from GSC will support both the S1 and S2 cams because the OEM 4B11T springs are much to weak to handle the GSC S1 or S2 cams. More information will be released shortly--probably about the same time these new cams are ready to ship.
Evo 10 Stage 1: Designed for stock up to smaller upgraded bolt-on turbos Up to 450 WHP is possible. S1 cams will not sacrifice any bottom end power over stock cams. Slightly rougher idle. Will NOT work with stock valve springs. 4B11T ONLY. REQUIRES UPGRADED VALVE SPRINGS.
Duration: Int: 268 Exh: 266
Lift (mm): Int: 10.2 / Exh: 10.0
Evo 10 Stage 2: Designed for more aggressivley built Evo X engines. Can support 500-750 WHP. Will NOT work with stock valve springs. 4B11T ONLY. REQUIRES UPGRADED VALVE SPRINGS.
Duration: Int: 274 Exh: 274
Lift (mm): Int: 10.5 / Exh: 10.2
Power-Division S-Series Springs and Retainers for all GSC Evo X Cams
GSC's Power-Division is developing valvetrain upgrades that will be needed to use their cams. The new beehive valvespring from GSC will support both the S1 and S2 cams because the OEM 4B11T springs are much to weak to handle the GSC S1 or S2 cams. More information will be released shortly--probably about the same time these new cams are ready to ship. Pricing and specs to be determined.
GSC's Power-Division is developing valvetrain upgrades that will be needed to use these new cams. The new beehive valvespring from GSC will support both the S1 and S2 cams because the OEM 4B11T springs are much to weak to handle the GSC S1 or S2 cams. More information will be released shortly--probably about the same time these new cams are ready to ship.
Evo 10 Stage 1: Designed for stock up to smaller upgraded bolt-on turbos Up to 450 WHP is possible. S1 cams will not sacrifice any bottom end power over stock cams. Slightly rougher idle. Will NOT work with stock valve springs. 4B11T ONLY. REQUIRES UPGRADED VALVE SPRINGS.
Duration: Int: 268 Exh: 266
Lift (mm): Int: 10.2 / Exh: 10.0
Evo 10 Stage 2: Designed for more aggressivley built Evo X engines. Can support 500-750 WHP. Will NOT work with stock valve springs. 4B11T ONLY. REQUIRES UPGRADED VALVE SPRINGS.
Duration: Int: 274 Exh: 274
Lift (mm): Int: 10.5 / Exh: 10.2
Power-Division S-Series Springs and Retainers for all GSC Evo X Cams
GSC's Power-Division is developing valvetrain upgrades that will be needed to use their cams. The new beehive valvespring from GSC will support both the S1 and S2 cams because the OEM 4B11T springs are much to weak to handle the GSC S1 or S2 cams. More information will be released shortly--probably about the same time these new cams are ready to ship. Pricing and specs to be determined.
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Cool. Tomei commented on the valvesprings being one of the potential weak points in the 4b11, so this might be a good preventative maintenance upgrade if you really want to rev the car out and/or go with big cams. I would be very curious to see how high the 4b11 can be revved with these...
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Two questions.
1) Given previous bolt on turbo results where power is still climbing when the engine is shut down, do we really need cams for 450whp?
2) How many 500-750 whp EvoX's are out there currently that these cams have been used in, and are we sure the stock cams aren't good to those power levels anyway?
Of course these questions are rhetorical, I suspect the answers are:
1) we probably don't need them, but aftermarket valvesprings on stock cams would most likely be beneficial
2) none, we don't know how good the stock cams/head are yet
It would be nice to see someone try them, but until there's more experience with bolt on turbos and when the engine stops making power on stock cams, I don't see aftermarket cams as a big necessity.
HKS had a neat looking cam/valve timing controller shown in one of the posts previously. I think that would be the first thing I'd try with the stock cams.
1) Given previous bolt on turbo results where power is still climbing when the engine is shut down, do we really need cams for 450whp?
2) How many 500-750 whp EvoX's are out there currently that these cams have been used in, and are we sure the stock cams aren't good to those power levels anyway?
Of course these questions are rhetorical, I suspect the answers are:
1) we probably don't need them, but aftermarket valvesprings on stock cams would most likely be beneficial
2) none, we don't know how good the stock cams/head are yet
It would be nice to see someone try them, but until there's more experience with bolt on turbos and when the engine stops making power on stock cams, I don't see aftermarket cams as a big necessity.
HKS had a neat looking cam/valve timing controller shown in one of the posts previously. I think that would be the first thing I'd try with the stock cams.
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^I don't know if the control module for the hks cams would work with the stock cams, although it probably wouldn't really be beneficial anyway. I believe it's just a mivec override to ensure better functionality with the new cam profiles where the stock mivec controls might be limited, but I'm not sure.
Intersting to know that the head might be a weak point on the 4b11t.. I was more concerned with the aluminum block but now the head cant even take a 10.2mm lift cam stock?? I guess well have to wait for further testing to verify this..
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Greg sure makes some great cams for the 4G63 so I'm sure this will be up there as well. The cams on our 4B11 are fairly tame as far as lift and duration goes when compared to VIII and IX cams. I'm sure the MIVEC negates this effect. These GSC's seem like a big step up. Gains with cams were around 30+ hp on VIII's w/ no MIVEC. Gains from cams on IX's where the MIVEC is only on one cam was smaller at around 15 hp. I'm curious to see how these perform. I wouldn't even consider them for a hp and ft-lbs gains of anything less than 30.
As for the valve springs. Don't forget that the valves are now direct acting. There are no rocker arms nor hydraulic lifters. I'm sure that contributes to the neccessity of upgrading.
As for the valve springs. Don't forget that the valves are now direct acting. There are no rocker arms nor hydraulic lifters. I'm sure that contributes to the neccessity of upgrading.
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. The design of the head and square bore and stroke allows the 4b11 to make top end power that a 4g63 couldn't dream of on a stock head. Every engine has weak points, what matters is the overall design and how strong it is as a whole, which is where the 4b11 shines. If you want to talk about weak points, why not look at the pistons in the 4g63; they will crack at power levels that the 4b11 should have no trouble with but you don't here people whining about that because it's just an upgrade needed for an otherwise great engine.
Last edited by STi2EvoX; Sep 13, 2008 at 05:37 PM.
God you are so negative about every little thing when it comes to the 4b11. First it was the thread about the block being sleeved and now this one. The block is quite strong, and the head is fantastic. So far it appears that the valve springs are the only potential weak point of this motor, as mitsu designed them for small cams so if you want to upgrade cams you have to upgrade springs. Big deal .
The design of the head and square bore and stroke allows the 4b11 to make top end power that a 4g63 couldn't dream of on a stock head. Every engine has weak points, what matters is the overall design and how strong it is as a whole, which is where the 4b11 shines. If you want to talk about weak points, why not look at the pistons in the 4g63; they will crack at power levels that the 4b11 should have no trouble with but you don't here people whining about that because it's just an upgrade needed for an otherwise great engine.
. The design of the head and square bore and stroke allows the 4b11 to make top end power that a 4g63 couldn't dream of on a stock head. Every engine has weak points, what matters is the overall design and how strong it is as a whole, which is where the 4b11 shines. If you want to talk about weak points, why not look at the pistons in the 4g63; they will crack at power levels that the 4b11 should have no trouble with but you don't here people whining about that because it's just an upgrade needed for an otherwise great engine.
I am sorry if i didnt word it the way you wanted to read it.. here let me try again..
I find it interesting that the STOCK 4b11 VALVETRAIN cannot take a 10.2mm cam.. Is that better.. I guess when i said head that was negative.. if i had to guess the 4b11 head will probably outflow the 4g63 head from what i have seen already.. is that positive enough for you?? geez..
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The negativity was in the tone. You basically said, " the block is a POS and now apparently so is the head. I can't believe this thing can't take upgraded cams without springs. What a POS." My point is that you just seem to be all over anything that turns out to be a weak point in this engine as if the 4g63 has none, and it's annoying. Your sarcasm can't cover up the obvious implications that you constantly make about this car and it's really getting old. Anyone not understanding where I'm coming from just go read the "evo X block sleeved" thread and read what this guy has to say.
Last edited by STi2EvoX; Sep 13, 2008 at 05:52 PM.
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Yeah but at what power levels?!! The block isn't going to twist at 5-600 hp, and probably wouldn't until you hit 700 +, so who gives a crap? Not only that but the stock sleeves would most likely be fine at those power levels anyway. Either way these are huge power that are far beyond what most people would ever want, especially for a what is meant to be a road race car.
Yeah but at what power levels?!! The block isn't going to twist at 5-600 hp, and probably wouldn't until you hit 700 +, so who gives a crap? Not only that but the stock sleeves would most likely be fine at those power levels anyway. Either way these are huge power that are far beyond what most people would ever want, especially for a what is meant to be a road race car.
You are 100% correct.. I said exactly that too but i guess you blocked that out of your mind.. I said the block is probably going to be great even at 500-600hp w/o sleeves.. However there are quite a few people that buy and build cars knowing they are going to want 700-1000hp and i dont think the 4b11 will be as reliable in that HP range with sleeves even.. again its my opinion dont shoot me..
