would AFR 205's and a TSP torquer v2 be a good streetable package for my 2002 z28 with just intake and exhaust bolt ons?? If not, open to suggestions

 

Torquer 2 is a 232/234, .595"/.598, it should be pretty good on the street but most of the drivability is in the tune. Youve got to have a good tuner who will do a street test rather than toss it on the dyno and call it good. With a cam and heads like that you would want some longtubes to really make good power and you should already have the LS6 intake as your car is an 02.

 

I'm going with the same cam with tfs 215cc heads milled to 59cc. I've talked to 6 different tuners/shops and they all say that with a good tune it should be very streetable. Just my 2 cents.

 

Alright sounds good to me i already have a set of jet hot long tubes sorry i forgot to mention that before On that package should i just opt for the standard pushrod length? (7.400")

 

Any cam is streetable if you dont mind giving up bottom end hp and torque. This is why people bump compression to try and make up for it.

Its personal taste. I like a smaller cam for a street car where the power is in a more usable form. With 224/228 cam and those heads you will see about 20hp and tq more from idle to 6000 rpms, the 232/234 will peak higher than the 224/228 but it wont have the same low and mid range. I have a thread somewhere that shows a real world comparision between a 224/224 and a 232/234. In a car not on an engine dyno, I dont know to many people who drive an engine dyno around.

The 224 beats it up pretty good til 6000 rpms then the 234 peak at 8- 10 hp more. BUT it loses the battle of power all the way to 6000 rpms by about 20hp.

Another example I have a customer with a 408 we just built for him and he is using an ms4. Car is flat and has no power to speak of until 3000 rpms then it comes to life.. and this is with 408 cubes behind it and a stage 1 head. BUT he doesnt mind. I had a top end screamer for my last setup and it was awesome when you hit the power band but kind of a pia to down shift to bring the rpms to the power band all the time to use the power. In retrospect it ate more gas as well and was not the best of choices for a daily driver.

It's all relative to a each individuals perception.
I have customers who want a 244/248 to daily drive and then I have customers who want a 220/222.

The AFR will help with the bigger cam and is a great head choice but I would have a custom cam ground according to your needs and cars weight and gears and a whole bunch of other things that goes into a proper cam selection. If your going with AFR:s you should give them the best support you can and nothing is better than a custom ground cam. They are the same price as an off the shelf cam.

 

go with the torquer v3. i have talked to alot of people from texas speed and they have re-directed me from the ms3 to the torquer v3. and im going for the same street cam you are lookin for. ill post a thread for you to look at.

 

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
__________________

 

If I had the knowledge I have now when i put together my car I would of went with the setup you are considering. Its not to big of a cam for DD and paired with the heads your going to make good all around power.

 

check sig for numbers....very streetable with good tune!! good luck...

 

I have a ls1 GTO daily driver I opted for a custom comp cam 228/230 .588/.592 112+2 and put down 387.94/373.72 tq with stock ls1 heads, stock intake, stock throttle body, stock ud pulley. Mods are in my sig I can drive 40 mph all day in 6th with no bucking or surging. cam behaves and pulls like stock only way harder and i get over 25 mpg on the highway. All have been good cam choices listed =) best of luck

 

Sounds like a pretty stout combo, post up some numbers when you get it all together.