I'm going to see if the tuner can work it out some more. The cam surge definitely didn't enter my mind. It's definitely not the biggest cam I could have chose but I didn't want the biggest either. Just a thought.Ya, I need to give the clutch some quality time. Secondgear if you plan on driving the car often you might consider waiting until huskerz gets done seeing what the tune can do for him.
How much do you intend to drive the car? You may not be able to get the car to idle very smoothly because of high duration and the 112 LSA. That is why people always say if you intend to use the vehicle as a DD you will be hating life. When you do that you move the power band away from the lower RPMs making your launch suffer. Second you went with a very high duration cam as indicated by the HP number being that much higher than the TQ number. My first suggestion was maybe the clutch being new but then you said that. I'll be happy to try to answer any questions people might have. It does too, but I also fear it attracts jonny law attention when I start out in 1st. I've gotten 2 comments about it sounding badass tonite with just one pass on the local cruising Pkwy. Hopefully breaking the clutch in will help smooth it out.
The whole installation is for that matter. Then it's friggin NASCAR! I couldn't be more happy with the craftsmanship of the shop welds. After I get rolling it quiets down until I get on it. It's loud as hell starting out in 1st with my LM2.
It isn't bad but I'm not used to that much shaking. Honestly, I couldn't imagine going to a bigger cam right now. Maybe I need to give it some time to break the clutch in.
#FLYCUT TORQUER V2 DRIVER#
I really wouldn't say this cam is daily driver friendly. I was in some heavy stop and go trafic on the way home. There is significant cam surge when I'm off the gas in 1st and 2nd gear coasting at low speed. My SS will need to go back to the tuner because after an hour of driving, the SES light came on. I find that rapping it up to 3k and slipping the clutch is the only way I can avoid the shake and shudder. Problem for me is that starting out in 1st gear sucks hard. The cam is great once you get the car rolling. I wouldn't want to cut an ls3 piston that much to get the relief needed for proper vvt actuation on the exhaust side.I just had a Torquer V2 kit installed so I thought people might want to know my impressions so far. Because the cam is only retarded during operation. To run vvt you will need to start with the L99 piston as it already has the relief needed for the exhaust valve side. Really please verify any info I share, I will be.
#FLYCUT TORQUER V2 PROFESSIONAL#
*disclosure* please I am in no way shape or form a professional or experienced builder. For my 6.2 L92 that should put me around 11.4 compression minus whatever the flycutting loses. We didn't discuss the exhaust side come to think of it.Īnyhow using my handy dandy calculator that should be about a point in compression. 045'ish flycut on the intake side all things being equal after changing things up. So knowing the VVT SS3 is advertised as "no cutting required" I should only be looking at a. 040 gasket would place me on the very highend of my target goal for my build. We discussed the VVT SS3 which by milling. I'm not in search of any compression number really, just depends on what recommendation my cam designer/supplier suggest. How much more compression are you looking for? Depending on how much you plan to shave off, I wouldn't think you'd need to with a SS2. Check with Ryan on whether you need to flycut for those grinds or not.
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