View Poll Results: Which cam for my car?
TSP Torquer - 233/233, .589/.589, 112 LSA
26
37.14%
TR230 Reverse Split - 230/224, .575/.563, 111 LSA
32
45.71%
TSP 228R Reverse Split - 228/224, .588/.581, 112 LSA
6
8.57%
Other (please list in thread)
6
8.57%
Voters: 70. You may not vote on this poll
TSP Torquer vs. TR230?
I originally ordered the TR230 230/236 .592/.602 112 +4 had it in the block and ready. Then I was informed that this cam would not work with the Crane 1.7 roller rocker kit I ordered so I am waiting on a Crane 228/232 .600 112+5 this is what they recommended. If you are planning on using stock rockers the TR230 is a good choice. I am running nitrous also so that had to be considered for cam selection.
On a side note when the TR230 cam arrived at my house it was actually 233/238 .591/.601 112+4.
On a side note when the TR230 cam arrived at my house it was actually 233/238 .591/.601 112+4.
i would say the 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"
He ended up selling the car actually, and moved on to a GTO then went to a WRX and now a 87 yoda corolla for road racing. He is a buddy of mine so that is how I know when he sold his camaro it was pretty nice and really scooted.
