View Poll Results: Torquer 2 vs. F14
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Torquer 2 vs. F14
12-29-2007, 12:37 AM
#42
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Well in that case I love my F14
I never ran a T2 though so I can't compare...geez, 6 months ago it was hot outside and there was no snow and ice around!!!
I never ran a T2 though so I can't compare...geez, 6 months ago it was hot outside and there was no snow and ice around!!!
06-10-2008, 08:35 PM
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i say torquer 2 but the torquer is a revised version that makes the torqer faster
"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"
from reading that a while ago made me decide on the torquer v3
"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"
from reading that a while ago made me decide on the torquer v3
06-12-2008, 11:03 AM
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06-12-2008, 02:51 PM
#54
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i made 416/410 with the T2/stock heads/ported TB (shaner)/edelbrock stepped headers/3" duals....axle dumped that is
Last edited by 01black; 06-12-2008 at 02:56 PM.
06-12-2008, 07:00 PM
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i have a 232/234 same as torquer, but mine is a 110 lsa with 3* advance ground in.
makes 390/360 on a mustang dyno threw a M6, ls7 clutch, pst driveshaft and a 9" with 3.90s
makes 390/360 on a mustang dyno threw a M6, ls7 clutch, pst driveshaft and a 9" with 3.90s
06-13-2008, 03:39 PM
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I was looking at these two cams back when I was cam shopping. After countless hours of research, both on here and with some knowledgeable local LSx guys, I decided that the F14 was a much better choice for me.
06-14-2008, 12:08 AM
#58
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Gotta keep this old thread going...
Just installed a Tv2 on a 112 with 4 degrees of advance ground in. Low end is not bad, starts pulling hard at 3K levels off a little a 6 and I shift at 6.5. Dyno numbers below with 243 heads
Just installed a Tv2 on a 112 with 4 degrees of advance ground in. Low end is not bad, starts pulling hard at 3K levels off a little a 6 and I shift at 6.5. Dyno numbers below with 243 heads
Last edited by wht01ws6ta; 06-16-2008 at 05:26 PM. Reason: specified dyno #s
06-16-2008, 08:30 AM
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with bolt ons and e/t streets i went a high 112.
with the cam and e/t streets i went 114.6 but the mil was coming on for maf high frequnizy. so i was told that it would hurt my times.
but its been 115mph on street tires
with the cam and e/t streets i went 114.6 but the mil was coming on for maf high frequnizy. so i was told that it would hurt my times.
but its been 115mph on street tires