F-14 vs Torquer V3
11-04-2008, 02:36 PM
#1
F-14 vs Torquer V3 im looking into both of these cams but not sure which one to go for. i know the cams are pretty identicle but i was hoping i could get some input from you guys out there that might be running one of these cams. looking for dyno numbers and what rpms the cam kicks in. also ill be installing a set of 5.3 heads with it so which one should work better? thanks guys.
F14-112 FMS Custom Grind Camshaft - 232"/234" .598"/.598" 112LSA - aggressive profile with a 2600-7000 RPM range, rough idle
F14-112-HIGHLIFT
New Item! FMS Custom Grind Camshaft - 232"/234" .646"/.612" 112LSA - aggressive profile with a 2600-7000 RPM range, rough idle
TSP Torquer V3-231/234 .643"/.598" 111 LSA 2300-6700 RPM Power Band with a peak around 6400rpm; This is an excellent performance camshaft with a rough idle! Custom tuning required
F14-112 FMS Custom Grind Camshaft - 232"/234" .598"/.598" 112LSA - aggressive profile with a 2600-7000 RPM range, rough idle
F14-112-HIGHLIFT
New Item! FMS Custom Grind Camshaft - 232"/234" .646"/.612" 112LSA - aggressive profile with a 2600-7000 RPM range, rough idle
TSP Torquer V3-231/234 .643"/.598" 111 LSA 2300-6700 RPM Power Band with a peak around 6400rpm; This is an excellent performance camshaft with a rough idle! Custom tuning required
11-04-2008, 09:08 PM
#5
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I say torquer 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
11-05-2008, 09:42 AM
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I had the F14 in my z06. It was a great cam, and made really great low end torque. I made 423 rwhp 408 rwtq with my stock ls6 heads and bolt ons. I added a set of Dart 205 heads milled for compression and moved up to 451 rwhp and 423 rtq. I still compare everything to that setup, and almost want to sell my 383 stroker to go back to it. It was a great combo that worked well at the track and on the street.
11-05-2008, 02:51 PM
#7
thanks alot man. there was alot of info in there that just convinced me to go with the torquer v3. cam sounds like its exactly what i want. and a set of 4.10 gears to give me just a lil boost. thanks alot. 
I say torquer 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
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11-05-2008, 10:20 PM
#12
I am with the regular Futral F-14 vote myself and I thought about it but I didn't want anymore than .600 lift but I'm sure that the Torque cam V3 cam is a very good cam from what I've seen on here posted and alot like the specs of the F-14 in performance but I haven't seen anyone with it in person.
11-05-2008, 10:31 PM
#13
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I want to see some real time results not on a dyno....i want some track video or even street video of a torquer 3.....i find ALOT of dyno numbers never see any racing vids.
11-06-2008, 09:50 AM
#15
For those who do not want the more aggressive lobes of the TorquerV3 camshaft, we still offer our TorquerV2 as well! Its specs are 232/234 .595"/.598". The more aggressive lobes, like Trevor has posted and was quoted above, makes for better bottom end and mid-range power without sacrificing top end power or driveability. It really is a great all around camshaft, but the TorquerV2 will treat you right too!
Let us know if we can help with your combo!
Let us know if we can help with your combo!
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Largest Stocking Distributor of LS-x Engines / CHECK OUT OUR NEW WEBSITE!
COMP - FAST - PACESETTER - DIAMOND RACING - EAGLE SPECIALTY PRODUCTS - CALLIES - COMETIC GASKETS
RAM CLUTCHES - MOSER ENGINEERING - KOOK'S HEADERS - ARP - GM BOLTS AND GASKETS - MSD - NGK
POWERBOND - ASP - AND MORE!
11-06-2008, 05:31 PM
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Do you have any weight reduction?To the original poster, I've read good things about all of the cams your looking at. I also don't think you'll see a huge difference between the cams and I'm sure they will all produce good power and have decent street manners with the right tune.
Last edited by DTB_LS1; 11-06-2008 at 05:37 PM.
11-06-2008, 11:48 PM
#18
On The Tree
good friend of mine had a f14 back in the early years of college.. back when his car actually appeared near stock under the hood.. anyhow that cam freakin ripped in a cam only car with a 12 bolt and exhaust.
as close as the specs are between the two either way you made the right choice lol
as close as the specs are between the two either way you made the right choice lol
03-06-2010, 09:22 PM
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anyone know how well the v3 would do with a supercharger, i figured a 113 lobe seperation would ne good, but the lift on the exhaust didnt seem high enough to compared to the intake
03-07-2010, 02:04 AM
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I'm no expert by any means and I may be wrong but if you have a supercharger you may need to have a custom grind to suit your needs. But if your stock cubed with a supercharger you may want to run a cam smaller than that. I think some places make custom grinds for forced inductions.
