****Which cam? Torquer V.2 or Tr 230***
11-10-2008, 03:36 PM
#1
****Which cam? Torquer V.2 or Tr 230*** What cam do you suggest between the TR 230 and the Torquer V.2? I don't really understand the LSA, what doy uo guys suggest as far as that? How about pushrod length? What valvetrain parts I should go with. I know I am going to go with a stock ls6 oil pump and an ls2 timing chain. Will that work ok? Now, as far as valavetrain. I am going for a budget build, but I want some decent quality parts. I need to know if a sponsor or someone else has a kit that includes hardened pushrods, valve springs+ retainers/locks/etc..., and maybe a kit that has rockers included too (but I don't really need rockers, from what I hear). What do you guys suggest and where is the cheapest to get it? Right now I am leaning towards the Torquer v.2 but I am also open to changing to the TR 230.
Last edited by Cvaught; 11-10-2008 at 03:41 PM.
11-10-2008, 05:18 PM
#2
Our cam package 1 should get you taken care of. We have had great results from the Torquer v.2 cam in the past, especially for someone looking for a daily driveable cam that delivers a substantial power increase. Once tuned you should not have any issues driving the car anywhere you need. As far as LSA goes, if you aren't afraid of a little bit of lope I would recommend the 112 LSA. This will allow for a earlier powerband then with a 114 LSA cam. If you have any other questions feel free to PM me or give us a call at the shop!
Thanks
Thanks
11-11-2008, 09:49 AM
#4
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I am is the same boat I am wondering what springs you would recommend for the V2 on a 112 lsa I want my valve train to last so what valve springs would you recommend for longevity and how long would you expect it to last?
sorry for the hijack
sorry for the hijack
11-11-2008, 12:22 PM
#5
Keep posting up in here so it stays bumped. I would love to go with a bigger cam that would make more power, but I just am to afraid it would reak hell on my valvetrain. So my objective is to go the biggest I can go without killing my valvetrain. I am open to other cams too. I was really leaning towrads the torquer v3 but i was told the .643 lift would eat up my vavletrain quickly.
11-11-2008, 12:34 PM
#6
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I have a cam thats alomst the same as a Torquer and with good heads, tight quench, and fairly high compression I made over 450 Hp/415 Tq, the car has lots of low end power.
11-11-2008, 01:05 PM
#7
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Keep posting up in here so it stays bumped. I would love to go with a bigger cam that would make more power, but I just am to afraid it would reak hell on my valvetrain. So my objective is to go the biggest I can go without killing my valvetrain. I am open to other cams too. I was really leaning towrads the torquer v3 but i was told the .643 lift would eat up my vavletrain quickly.
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11-11-2008, 05:35 PM
#8
I have a TR230 and even on a no good tune it drove fine. It has great power under the curve. And is a little less abusive than a torquer as far as the springs, etc. depending on what you have. I would say for big power go with the V2. its a great cam, as is the TR230. which is made more for a stock headed car.
11-11-2008, 09:07 PM
#10
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What cam do you suggest between the TR 230 and the Torquer V.2? I don't really understand the LSA, what doy uo guys suggest as far as that? How about pushrod length? What valvetrain parts I should go with. I know I am going to go with a stock ls6 oil pump and an ls2 timing chain. Will that work ok? Now, as far as valavetrain. I am going for a budget build, but I want some decent quality parts. I need to know if a sponsor or someone else has a kit that includes hardened pushrods, valve springs+ retainers/locks/etc..., and maybe a kit that has rockers included too (but I don't really need rockers, from what I hear). What do you guys suggest and where is the cheapest to get it? Right now I am leaning towards the Torquer v.2 but I am also open to changing to the TR 230.
11-11-2008, 09:16 PM
#11
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I am a big fan of the TR230/224. I had it for a little over a year and was very impressed with the power increase with stock heads. 390rwhp on a decent tune.
I run a TQR V.3 right now with ported 243's, LS6 int, headers and pulley. I still need to get it tuned but I'd say it's about 420ish maybe more with a good tune.
You will be pleased either way you go!
I run a TQR V.3 right now with ported 243's, LS6 int, headers and pulley. I still need to get it tuned but I'd say it's about 420ish maybe more with a good tune.
You will be pleased either way you go!
11-12-2008, 03:27 AM
#12
Mine is a XER281HR, which is a Torquer V2 (from what I've read).
Love it.
With an A4 and no stall, it sucked anywhere under 4000 rpm. But, now that I have a stall it has plenty of giddyup.
Car is a beast.
Now for some stickier darn tires and rod bolts so I can spin it a little higher.
Love it.
With an A4 and no stall, it sucked anywhere under 4000 rpm. But, now that I have a stall it has plenty of giddyup.
Car is a beast.
Now for some stickier darn tires and rod bolts so I can spin it a little higher.
11-12-2008, 05:46 PM
#15
The 233/239 is a great cam, with the large seperation in duration it does have a large powerband. Just keep in mind since it is a little larger then the torquer v.2 it won't have quite as broad of a powerband but will make more peak power.
11-12-2008, 08:23 PM
#18
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once again if you are looking into the torquer v2 i say get the v3 and here is y:
"The problem with camshafts is that they're completely subjective. What one thinks is perfect another thinks is too big, too small, too much, not enough, etc. Below are the specs on both camshafts:
Torquer v.2: 232/234, .595"/.598", 112 or 113 LSA standard
Torquer v.3: 231/234, .643"/.598", 111 LSA standard
There were a few goals in designing the T3 cam:
1. better low-end and mid-range compared to the T2
2. more aggressive ramp rate on the intake for better power
3. all around great street/strip cam that is very driveable with a good tune
As you can see, the T3 does have one less degree of duration @ .050" on the intake. It's a more aggressive lobe that ramps up faster vs. the lobe on the T2. It provides greater net lift and allows for quicker opening and closing of the intake valve. Again, whether or not a cam works great in the mid-range is dependent on what you're comparing it to. A smaller cam like our 224R or 228R will provide you with a little more low-end power, but it won't make as much peak power. The T2 camshaft was designed to give customers the ability to make some great power without going too big on cam and without feeling like they didn't go big enough. The T3 was just a revision of the T2. With all other variables of a camshaft held constant, a tighter (i.e. lower numerically) LSA with added advance will help low-end and mid-range power. You can change just these two aspects and completely change the characteristics of how well a camshaft works. The goal is to find the happy medium where the cam works well and makes great power without falling off too quick up top or completely lacking any oomph down low. Some of these issues cannot be 100% solved with adjusting LSA and ICL. A lot of duration relative to the size of the engine is still going to have certain characteristics that go along with it, no matter the LSA or ICL.
The net result is that the T2 and T3 will make comparable power. The T3 is going to provide you with a little more low-end and mid-range power vs. the T2, and it also gives you the capability to use a little more of the flow potential of a good set of ported heads.
Trevor
Texas Speed & Performance"
"The problem with camshafts is that they're completely subjective. What one thinks is perfect another thinks is too big, too small, too much, not enough, etc. Below are the specs on both camshafts:
Torquer v.2: 232/234, .595"/.598", 112 or 113 LSA standard
Torquer v.3: 231/234, .643"/.598", 111 LSA standard
There were a few goals in designing the T3 cam:
1. better low-end and mid-range compared to the T2
2. more aggressive ramp rate on the intake for better power
3. all around great street/strip cam that is very driveable with a good tune
As you can see, the T3 does have one less degree of duration @ .050" on the intake. It's a more aggressive lobe that ramps up faster vs. the lobe on the T2. It provides greater net lift and allows for quicker opening and closing of the intake valve. Again, whether or not a cam works great in the mid-range is dependent on what you're comparing it to. A smaller cam like our 224R or 228R will provide you with a little more low-end power, but it won't make as much peak power. The T2 camshaft was designed to give customers the ability to make some great power without going too big on cam and without feeling like they didn't go big enough. The T3 was just a revision of the T2. With all other variables of a camshaft held constant, a tighter (i.e. lower numerically) LSA with added advance will help low-end and mid-range power. You can change just these two aspects and completely change the characteristics of how well a camshaft works. The goal is to find the happy medium where the cam works well and makes great power without falling off too quick up top or completely lacking any oomph down low. Some of these issues cannot be 100% solved with adjusting LSA and ICL. A lot of duration relative to the size of the engine is still going to have certain characteristics that go along with it, no matter the LSA or ICL.
The net result is that the T2 and T3 will make comparable power. The T3 is going to provide you with a little more low-end and mid-range power vs. the T2, and it also gives you the capability to use a little more of the flow potential of a good set of ported heads.
Trevor
Texas Speed & Performance"
11-12-2008, 09:59 PM
#19
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so if i go with the T3 will the high ram rate and bug lift kill my set of springs in no time how much harder is the t3 on the valve train than the t2 I am going to run stock rockers with harland sharp rebuilds and your springs. I just dont want to replace valve springs every 15000 miles
