Which of these 3 cams
10-04-2010, 03:41 PM
#1
Which of these 3 cams I need some help picking between these three cams.
1) Torquer V3 - 231/234 111 LSA
2) F13 - 230/232 112 LSA
3) F14 - 232/234 112 LSA
I have a 2002 WS6, M6, with long tubes, full exhaust, lid and AFR 205 heads milled to 62cc. My goal is anywhere between 440 to 450rwhp and I want to have good power under the curve. I also want a mean sounding idle with a lot of lope. The car only gets driven a few times a month and will see mostly street time and be taken to the track occassionally. I would love to hear some imput from people who have these cams. I have done a lot of research and have narrowed it down to these three. Also, I don't want to flycut and I believe all 3 will be ok, but maybe not the F14. Help with this would be great too. Thanks guys.
1) Torquer V3 - 231/234 111 LSA
2) F13 - 230/232 112 LSA
3) F14 - 232/234 112 LSA
I have a 2002 WS6, M6, with long tubes, full exhaust, lid and AFR 205 heads milled to 62cc. My goal is anywhere between 440 to 450rwhp and I want to have good power under the curve. I also want a mean sounding idle with a lot of lope. The car only gets driven a few times a month and will see mostly street time and be taken to the track occassionally. I would love to hear some imput from people who have these cams. I have done a lot of research and have narrowed it down to these three. Also, I don't want to flycut and I believe all 3 will be ok, but maybe not the F14. Help with this would be great too. Thanks guys.
10-04-2010, 03:53 PM
#2
I have the Trqr 3 on my wife's TA and it being my first came think I have all of the tunning done on it. Haven't gotten a chance to throw it on the dyno to see where the power is at after the tunning. Running a 12.5 with 26* timing iirc it did 379 rwhp on a mustang dyno with just LT's and lid. The chart showed all of the power to be just slightly under where the stock cam was before the dyno (think 8 tq at 3000 rpm where the pull was started). Ran it out all the way to 6700 RPM and cut it off but the power was still climbing on it. Picked up 60 rwhp over the stock cam on the top end.
Definitely has a mean lope to it and am constantly asked what kind of engine it has.
This is my first cam job I have done and doing playing and experimenting and got it all down now. From what I can remember it feels like it pulls/reacts just kind of like the stock cam on the car but as soon as you hit 3500 rpm it really starts to pick up.
Edit - Forgot to mention that getting this cam you will more than likely need some sort of intake in the future. I have a factory LS6 intake on the car and on the top revs the engine drops down a cell row on the map when scanning, which from reading through tunning stuff it means the engine is being choked off and needs more air.
Definitely has a mean lope to it and am constantly asked what kind of engine it has.
This is my first cam job I have done and doing playing and experimenting and got it all down now. From what I can remember it feels like it pulls/reacts just kind of like the stock cam on the car but as soon as you hit 3500 rpm it really starts to pick up.
Edit - Forgot to mention that getting this cam you will more than likely need some sort of intake in the future. I have a factory LS6 intake on the car and on the top revs the engine drops down a cell row on the map when scanning, which from reading through tunning stuff it means the engine is being choked off and needs more air.
Last edited by Rawr256; 10-04-2010 at 03:56 PM. Reason: additional info
10-04-2010, 06:01 PM
#3
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Every one should perform with a few percent of each other but the overlaps at .050 are 10.5*, 7* and 9*, the lower the better it will be on the low end and at idle and the higher, the better the car will sound. 6* or lower is said to be good for a daily driver.
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10-05-2010, 11:46 AM
#14
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The cams should be close with AFR's at 62cc but should clear without flycutting, I saw a couple posts with people running F13s and F14s with AFR 62cc heads but the cam should be either +3 to +4 advanced to keep the exhaust valve more away from the pistons to maintain .080 of PTV clearance.
Don't listen to the donkey dick cam people, these cams will make great power everywhere and are not small. IMO small is under 220 duration and big is over 232. Bigger cams would also need flycutting to fit.
Don't listen to the donkey dick cam people, these cams will make great power everywhere and are not small. IMO small is under 220 duration and big is over 232. Bigger cams would also need flycutting to fit.
10-05-2010, 12:32 PM
#15
Thank you for you help. I agree about these cams not being small. For what I use the car for, these cams should what I need. Can you explain to me what the +3 or +4 will do and how that affects how the car sounds while ideling?
The cams should be close with AFR's at 62cc but should clear without flycutting, I saw a couple posts with people running F13s and F14s with AFR 62cc heads but the cam should be either +3 to +4 advanced to keep the exhaust valve more away from the pistons to maintain .080 of PTV clearance.
Don't listen to the donkey dick cam people, these cams will make great power everywhere and are not small. IMO small is under 220 duration and big is over 232. Bigger cams would also need flycutting to fit.
Don't listen to the donkey dick cam people, these cams will make great power everywhere and are not small. IMO small is under 220 duration and big is over 232. Bigger cams would also need flycutting to fit.
10-05-2010, 05:23 PM
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i would say the torquer v3 i was gonna get that cam until i decided to go with a custom cam the f14 is like the torquer 2 n here is some thing texas speed said about those two cams
"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"
hope this helps some and if u need anymore info just call texas speed or futral motorsports
"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"
hope this helps some and if u need anymore info just call texas speed or futral motorsports