Torquer V2 VS Torquer V3
02-01-2007, 11:23 AM
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Torquer V2 VS Torquer V3 Ok i'm trying to figure out the advantages and disadvantages between the to cams. which cam will offer the best performance when paired up with a set of prc 5.3l heads and a 90/90 setup? also which one produces the most power in the midrange? dyno sheets of the two cams would be great if someone has them. I'm not really concerned with top end power as much as i am low to midrange. thanks in advance
02-01-2007, 12:41 PM
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I've got the T2. If you want low and midrange power, then those cams are not for you. You can get great low and midrange street power from a 224 or 228 on a 112 lsa.
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02-01-2007, 02:32 PM
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I think the torquer 2's power is great down low. considering if you have a stall and will be launching over 3K anyway. the power is where I want it anyway.
02-01-2007, 02:42 PM
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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
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
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02-01-2007, 03:24 PM
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excellant post Trevor. I think i've made my choice now. TORQUER V3 all the way. also i'm going to get www.speedengineeringanddyno.com to do my dyno tune. when all is complete i'll have video clips and picture for everyone to enjoy 
02-01-2007, 06:13 PM
#15
Originally Posted by Steve68
So, the LSA on the V3 is 111, wouldn't this make for a rougher idle, or is it on a 113, I think I can gain by going with a V3 and a LS6, any comments on this idea,
). Are you thinking of combining the T3 camshaft with LS6 heads?Trevor
Texas Speed & Performance
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02-01-2007, 06:29 PM
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Originally Posted by Trevor @ Texas Speed & Perf.
Are you thinking of combining the T3 camshaft with LS6 heads?
Trevor
Texas Speed & Performance
Trevor
Texas Speed & Performance
Which of your heads would better compliment the T3? I have been looking long and hard at the 5.3's.
Onebadz28... here is a link showing my graph with stock heads, LS1 intake and a conservative (read: rich) tune. Should give you an idea of what the T3 is capable of.
https://ls1tech.com/forums/dynamometer-results-comparisons/610420-torquer-v3-dyno-numbers.html
R/
Frat
02-01-2007, 07:01 PM
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after reading that thread that Fratsit started about the Torquer v3 i'm definatly sold on it. now i just need to talk the girly friend into buying me the NW90/90.
Fratsit how does your valvetrain sound?
and what pushrod length are you using?
Stock or aftermarket rockers?
Fratsit how does your valvetrain sound?
and what pushrod length are you using?
Stock or aftermarket rockers?
02-01-2007, 09:08 PM
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Valvetrain noise is minimal. I can make out a slight sewing machine sound and that is with using the pushrods that TSP includes in the cam kit (7.4's). I am using the stock rockers.
I am very happy with the T3. It runs fine on the street. Make sure you have a good tuner available to you. Once tuned it will be a night and day difference. On the factory tune my LTFT's were +20-22% on both banks and I was running very lean at WOT (15.5-16:1 AFR). Since that dyno run I have managed to get mine to around 5% working with it on the weekends. I still have a ways to go, but decided I wanted to learn to tune on my own. I have spent a small fortune on the Roadrunner, EFIlive, and LM1... but it has been worth it.
Oh.. if you like a nice lopey idle the T3 will give you that.
Hope this helps ya and sorry for the ramble.
R/
Frat
I am very happy with the T3. It runs fine on the street. Make sure you have a good tuner available to you. Once tuned it will be a night and day difference. On the factory tune my LTFT's were +20-22% on both banks and I was running very lean at WOT (15.5-16:1 AFR). Since that dyno run I have managed to get mine to around 5% working with it on the weekends. I still have a ways to go, but decided I wanted to learn to tune on my own. I have spent a small fortune on the Roadrunner, EFIlive, and LM1... but it has been worth it.
Oh.. if you like a nice lopey idle the T3 will give you that.
Hope this helps ya and sorry for the ramble.
R/
Frat
02-01-2007, 09:21 PM
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Originally Posted by PREDATOR-Z
If so (power range), then that is too big of a cam. Someting along the lines of 227/232, .639/.600 110+2 LSA/ICL would hit harder in midrange...
02-01-2007, 09:34 PM
#20
Trevor, I should have been clearer, I was thinking of the V3 with a set of Dart Pro1's I have, they have had some port work done on the exhaust side, and the LS6 intake, this is a street/road track car that I'm building, it will have A/C, all the niceynicey stuff, I'm not really looking to be jumping around when stopped at a light, I have BBC for that, So let me know what you think,