Torquer v2 PTV clearance.
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Torquer v2 PTV clearance. Didn't find any recent threads on the newer tsp torquer v2 cam in an ls1. Had anyone measured PTV clearance on a stock bottom end ls1 with 243/799 heads with a torquer v2? I plan on measuring during the swap but trying to decide if I want to roll the dice on ordering a thinner head gasket or do any milling. Texas speed says no milling but I also realize they have to be conservative. Anyone got real world numbers?
Didn't find any recent threads on the newer tsp torquer v2 cam in an ls1. Had anyone measured PTV clearance on a stock bottom end ls1 with 243/799 heads with a torquer v2? I plan on measuring during the swap but trying to decide if I want to roll the dice on ordering a thinner head gasket or do any milling. Texas speed says no milling but I also realize they have to be conservative. Anyone got real world numbers?
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I've got a TV2, and milled 243s. Not sure how much they were milled (previous owner did it) but I had them CC'd and did some math and it came to 11:1 compression.
I'm happy with it but I think I'll be even happier with the rev limit raised to 7000. Will find out soon enough.
I'm happy with it but I think I'll be even happier with the rev limit raised to 7000. Will find out soon enough.
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I've got a TV2, and milled 243s. Not sure how much they were milled (previous owner did it) but I had them CC'd and did some math and it came to 11:1 compression.
I'm happy with it but I think I'll be even happier with the rev limit raised to 7000. Will find out soon enough.
I'm happy with it but I think I'll be even happier with the rev limit raised to 7000. Will find out soon enough.
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OEM gaskets. No idea what the PTV is but it's had several hours of HPDE track time since that work was done. I don't plan to drag race it though.
It got 475 on one dyno and 425 on another. I was guessing 450, so I'm pleased with the average of the two.
It got 475 on one dyno and 425 on another. I was guessing 450, so I'm pleased with the average of the two.
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There's more build info and a link to the first dyno sheet here:
https://ls1tech.com/forums/dyno-gues...t-ons-cam.html
https://ls1tech.com/forums/dyno-gues...t-ons-cam.html
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There's more build info and a link to the first dyno sheet here:
https://ls1tech.com/forums/dyno-gues...t-ons-cam.html
https://ls1tech.com/forums/dyno-gues...t-ons-cam.html
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Cool to see, I'm doing hand ported heads from a local guy so that will be a big variable and I'm using a ls6 manifold. I'd like to be north of 420 in my T/A but we'll see I guess. Damn Vette guys and their superior exhaust setups! 😂 What was your combustion chamber volume when you CC'd them? Wish I could have mock assembled before heads got sent to machine shop so I knew what I could mill. I guess that's the price you pay if you wanna do as much as possible on a quick install with no down days for the car.
It never dies anymore, but RPM occasionally dips below the 750 RPM target before it stabilizes. It's no big deal, but I'm going to keep tinkering with it until that problem goes away.
A lot of the idle headaches were actually due to the lighter clutch (RPS BC2) but I didn't realize that until Darth_V8r brought it up a few weeks ago. I started focusing on the idle PID tables at that point, and that was a lot more helpful.
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I think the heads measured 60cc but that's from memory and this was almost a year ago. All I know for sure is the compression ratio came to 11:1. LSA is 112.
It never dies anymore, but RPM occasionally dips below the 750 RPM target before it stabilizes. It's no big deal, but I'm going to keep tinkering with it until that problem goes away.
A lot of the idle headaches were actually due to the lighter clutch (RPS BC2) but I didn't realize that until Darth_V8r brought it up a few weeks ago. I started focusing on the idle PID tables at that point, and that was a lot more helpful.
It never dies anymore, but RPM occasionally dips below the 750 RPM target before it stabilizes. It's no big deal, but I'm going to keep tinkering with it until that problem goes away.
A lot of the idle headaches were actually due to the lighter clutch (RPS BC2) but I didn't realize that until Darth_V8r brought it up a few weeks ago. I started focusing on the idle PID tables at that point, and that was a lot more helpful.
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I haven't done cable throttle / IAC tuning, but I'm pretty sure all of the parameter I've been tweaking still exist there. It's just that with DBW, the PCM translates the desired airflow value into a throttle plate angle rather than an IAC position.
I went for a drive today and realized that if I'm not going out of my way to provoke a stumble, it's fine. The worst-case scenario is free-reving to about 4000 RPM and then lifting off the throttle, with the car stationary - it dips down below the 750 RPM target, then up and down a couple times before settling. Coming down from 2000 or 6000 is fine though. I can live with this.
I went for a drive today and realized that if I'm not going out of my way to provoke a stumble, it's fine. The worst-case scenario is free-reving to about 4000 RPM and then lifting off the throttle, with the car stationary - it dips down below the 750 RPM target, then up and down a couple times before settling. Coming down from 2000 or 6000 is fine though. I can live with this.