Think ive decided on the Torquer V.2, but what lsa?
04-06-2010, 04:56 PM
#1
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Think ive decided on the Torquer V.2, but what lsa? just trying to figure out exactly what i should get with this cam package.
What lsa should i get with this Torquer V.2 cam, and should i get the optional PRC .675" lift EHT spring kit or stick with the standard PRC platinum spring kit. Just dont want to have to worry about anything breaking, i DD the car.
Im planning on getting the GM Head and Camshaft bolt and gaskit kit as well....anything im missing?
What lsa should i get with this Torquer V.2 cam, and should i get the optional PRC .675" lift EHT spring kit or stick with the standard PRC platinum spring kit. Just dont want to have to worry about anything breaking, i DD the car.
Im planning on getting the GM Head and Camshaft bolt and gaskit kit as well....anything im missing?
04-06-2010, 09:53 PM
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^ Was gonna say a 112 also. Better drivability and the power will be at a lower range. A 110 will most likely come in at a slightly higher and more narrow power band. -IIRC.
04-07-2010, 01:17 PM
#5
112LSA +4 advance will give you more low rpm torque while still maintaining top-end power.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
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2023 Corvette 3LT Z51 soon to be modified.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
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04-07-2010, 09:12 PM
#8
04-07-2010, 09:34 PM
#10
I run the PAC 1518 single beehive springs. I'm giving up a little protection but they have an outstanding track record and I have less valvetrain weight.
Good choice with the 112 also, that's what I'm running.
Do yourself a favor and pick up a longer bolt for the crank install, it's really not optional. M16x2.0 x 120mm is what you want to pull the pulley on. Valve seals would be a good idea also since you're in there and they're very cheap.
Get a decent valvespring tool, I bought the tims tool and it worked well, it was just a little time consuming.
Get a 5/16 dowel rod for the lifters on the driverside, maybe a size smaller for the passenger side but be prepared to grind it down... I think that covers it. Loctite too...
I just recently did this and the cam job is pretty straight forward, just take your time (If you've never done it before). Oh, and I don't recommend the top dead center method, get an air hose adapter to pressurize the cylinder when changing springs, it makes it a LOT easier.
Good choice with the 112 also, that's what I'm running.
Do yourself a favor and pick up a longer bolt for the crank install, it's really not optional. M16x2.0 x 120mm is what you want to pull the pulley on. Valve seals would be a good idea also since you're in there and they're very cheap.
Get a decent valvespring tool, I bought the tims tool and it worked well, it was just a little time consuming.
Get a 5/16 dowel rod for the lifters on the driverside, maybe a size smaller for the passenger side but be prepared to grind it down... I think that covers it. Loctite too...
I just recently did this and the cam job is pretty straight forward, just take your time (If you've never done it before). Oh, and I don't recommend the top dead center method, get an air hose adapter to pressurize the cylinder when changing springs, it makes it a LOT easier.
04-25-2010, 10:00 PM
#11
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I'm considering this cam also but have concerns about the daily driveability and tuneability. The 3 cars I heard recently with this cam did not idle very well and all seemed to be hunting for idle. I really wouldn't want to give up any of the low end torque the stock cam has, and I definitely wouldn't want to have a cam that bucks and surges at low speeds or cruising in 6th gear.
04-25-2010, 10:08 PM
#12
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DO NOT USE A LONGER BOLT GET THE PROPER TOOL IT IS NOT WORTH THE RISK.
