TSP Torquer-2 (232/234) on a full bolt-on car?
09-28-2007, 03:08 PM
#21
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Personally if I was going to use an off the shelf cam, which I almost did, I would go with the torquer V3. It is basically the same as the V2 but with an LSk intake lobe and slightly narrower lobe seperation. In theory that might make it slightly more difficult to tune but it should make more power than the V2 everywhere and it should start making it sooner. By the way, the V3 is very very similar (if not the same) as the Thunder Racing TRAK cam with 1 deg less LSA if I remember correctly.
09-28-2007, 03:45 PM
#22
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I have the Tqr II, 410rwhp in an M6. Here is the thing, if you compare the torque curve at around 2krpm+, the tqr II has more than the stock cam. The problem is that at 3.5krpm the car wakes up and takes off, making anything below 3.5krpm feel like a slug.
Obviously you need all supporting bolt on like I have listed in sig if you want to hit the 400 barrier, and gain in torque.
My only grip, and I think other people have similar issues, is this cam is very hard if not impossible to tune out the bucking at low rpm, and this is with HPT. Otherwise it drives like stock.
Obviously you need all supporting bolt on like I have listed in sig if you want to hit the 400 barrier, and gain in torque.
My only grip, and I think other people have similar issues, is this cam is very hard if not impossible to tune out the bucking at low rpm, and this is with HPT. Otherwise it drives like stock.
09-28-2007, 03:51 PM
#23
So if advancing the cam brings the power in sooner what would a 111+4 or maybe even on a 110 look like. This is also the cam I've been eyeballing so I'm trying to learn as much as I can right now. I want to stay around the 230 range don't want the lift over .600 and it needs to have a hard lope to it. I love that ****. 
09-28-2007, 06:22 PM
#25
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+1 ^^^
I have the Tv.2 and am more than happy with it. If you're concerned about gas mileage in your V8 sports car then a cam just may not be for you. Otherwise, I love my cam and would probably choose it again if not something similar like an F13. If you can find a set of used ls6 heads you can mill them down pretty cheap and end up with nearly an 11:1 CR and have more power throughout the curve. Also, get some 4:10s out back for better pull off the line.
I have the Tv.2 and am more than happy with it. If you're concerned about gas mileage in your V8 sports car then a cam just may not be for you. Otherwise, I love my cam and would probably choose it again if not something similar like an F13. If you can find a set of used ls6 heads you can mill them down pretty cheap and end up with nearly an 11:1 CR and have more power throughout the curve. Also, get some 4:10s out back for better pull off the line.
09-29-2007, 07:52 PM
#27
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Originally Posted by teke184
the lower the lobe separation angle (110, 112, 114...etc) the sooner the power will peak in the rpm range.
so for more power in the low rpm range you are better off with something in the 110-112 range....
that is why alot of people complain about how high the power comes in for the LS6 cam....because it has something like a 117.5 LSA
increasing the LSA will smooth out the idle and also reduce emissions (i think) due to less overlap. that is why factory cams are designed that way. so with a lower LSA you'll have better low end power, but at the cost of a choppy idle.
my 112 idles nice...even with poly motor mounts it really doesn't vibrate much.
so for more power in the low rpm range you are better off with something in the 110-112 range....
that is why alot of people complain about how high the power comes in for the LS6 cam....because it has something like a 117.5 LSA
increasing the LSA will smooth out the idle and also reduce emissions (i think) due to less overlap. that is why factory cams are designed that way. so with a lower LSA you'll have better low end power, but at the cost of a choppy idle.
my 112 idles nice...even with poly motor mounts it really doesn't vibrate much.
From Engine builing class, as far as I recall as a general rule of thumb:
the lower the LSA like 110 the lopier it will be and the higher the torque curve should move up
and on a 114 lsa the torque curve should be at a lower rpm and the idle should be smoother...
unless I learned this completely backwards. but it still makes sense because since it lopes more the rpm needs to be raised to make power.
09-29-2007, 07:54 PM
#28
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Originally Posted by LSGunZ28
sorry but this makes absolutely no sense..
From Engine builing class, as far as I recall as a general rule of thumb:
the lower the LSA like 110 the lopier it will be and the higher the torque curve should move up
and on a 114 lsa the torque curve should be at a lower rpm and the idle should be smoother...
unless I learned this completely backwards. but it still makes sense because since it lopes more the rpm needs to be raised to make power.
From Engine builing class, as far as I recall as a general rule of thumb:
the lower the LSA like 110 the lopier it will be and the higher the torque curve should move up
and on a 114 lsa the torque curve should be at a lower rpm and the idle should be smoother...
unless I learned this completely backwards. but it still makes sense because since it lopes more the rpm needs to be raised to make power.
You got it backwards.
09-29-2007, 09:30 PM
#29
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Originally Posted by StripedZebra
You got it backwards.
09-30-2007, 01:03 AM
#30
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You guys are generalizing too much and looking at it from the *** end.
LSA and ICL tunes the VEs (valve events), that is what you guys should be looking at to determine where it will peak and where/how soon is the power curve.
The VEs are IVO/IVC/EVO/EVC
LSA and ICL tunes the VEs (valve events), that is what you guys should be looking at to determine where it will peak and where/how soon is the power curve.
The VEs are IVO/IVC/EVO/EVC
09-30-2007, 12:42 PM
#31
So what would a 110+4 look like in comparison to the 112+2? I don't mind the extra lope I'm just looking at the power range. I don't want to have to rev sky high to make power. About 64 to 6500 I want to be grabbin another gear.
09-30-2007, 02:35 PM
#33
Originally Posted by PREDATOR-Z
Then, go for a smaller cam, with VEs in that range
Where does the Torquer need to be shifted at? I figured that would be about right for that cam.
09-30-2007, 09:56 PM
#35
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i speced out a cam for my self
232/232 .595/.595 "xer lobes" 110+3
that should get me 6500 shifts with im hoping 400 rwhp (cam swap needs to get me 54rwhp) i think it should do that should have good low end with the lower lsa and the 3* advance and the 3.90 will help as well.
but thats what i feel is best for me.
232/232 .595/.595 "xer lobes" 110+3
that should get me 6500 shifts with im hoping 400 rwhp (cam swap needs to get me 54rwhp) i think it should do that should have good low end with the lower lsa and the 3* advance and the 3.90 will help as well.
but thats what i feel is best for me.
10-11-2007, 02:51 PM
#38
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A friend and I installed the Tqr 2 with 113 LSA in my car the other day. Had it tuned yesterday and got 402 to the wheels in an A4 with the mods in my sig. Good cam, high rever. Like Predator said, kind of a bitch down low.
10-11-2007, 07:42 PM
#40
im running a Torquer 2.. its a pretty nice came. i DD the car, and for a while i was running LTs, catted y pipe, STOCK clutch and made 395rwhp/366ftlbs on a mustang dyno.. this cam really wakes up around 3500+rpms. IF i were to get another cam im FOR SURE getting a custom ground cam.