C8 Z51 LT2 DOD Delete Kit

Specs: 220/23X, .644/.644, 113 LSA, 32% fuel lobe

The ALL NEW Gen V 220 Camshaft.
This unit is the culmination of extensive in-house Spintron testing, coupled with thorough vetting on our Superflow Engine Dynamometer. We have spent countless hours designing some of the most stable, powerful lobes in the industry. These camshafts have been extensively tested against our competitors’ designs , and have shown better valve train stability, yet make more horsepower and torque as well . All this translates into better longevity , less valve train wear and tear and more power.

For use in L83 applications,the 220 cam is BTR’s largest recommended offering. With just simple bolt-ons this grind has made well over 500 hp in a stock bottom end application. It’s truly a marvel in its ability to perform so well in such a mild application. By continuing to utilize the factory installed VVT system,we were able to set the valve events where we like for stump pulling torque down low while providing EXPLOSIVE top end power. In this sense, the end user truly has the best of both worlds.

This does not come without a small sacrifice to the 5.3L crowd, as you must fly-cut your pistons to allow for this grind to properly fit. However, a DOD delete is also necessary, which means those cylinder heads have to be removed regardless. One extra small step to provide enormous gains across the powerband.

When used in L86 truck applications , the versatile BTR Gen V 220 camshaft provides excellent low and mid range torque along with exceptional power up to redline. Whether your truck is used for work,mild towing or as a weekend cruiser,this cam will provide great all around power along with a noticeable idle that grabs your attention .

For our LT1 customers the added induction really helps the Gen V 220 cam shine in the horsepower department. Once again this mild cam makes excellent top end horsepower, to the tune of over 600 hp, all the while providing smooth power and excellent driveability for use in your daily driver or weekend toy.

NOTE: To take advantage of this grind, it is imperative to utilize VVT control when tuning. A proper calibration with attention to detail in this respect, will make this camshaft SHINE!

We require that the Gen V 220 cam uses our dual .660″ lift platinum or Gen V Conical spring package as well as hardened pushrods in all L83,L86,LT1 applications!!!

225/24X, .644/.644, 113 LSA, 32% fuel lobe

This unit is the culmination of extensive in-house Spintron testing, coupled with thorough vetting on our Superflow Engine Dynamometer. We have spent countless hours designing some of the most stable, powerful lobes in the industry. These camshafts have been extensively tested against our competitors’ designs , and have shown better valve train stability, yet make more horsepower and torque as well . All this translates into better longevity , less valve train wear and tear and more power.

When used in L86 truck applications , the versatile BTR Gen V 225 camshaft provides excellent low and mid range torque along with exceptional power up to redline. Whether your truck is used for work, mild towing or as a weekend cruiser, this cam will provide great all around power along with a noticeable idle that grabs your attention .

For our LT1 customers, the added induction really helps the Gen V 225 cam shine in the horsepower department. Once again this mild cam makes excellent top end horsepower, to the tune of over 600 hp, all the while providing smooth power and excellent driveability for use in your daily driver or weekend toy.

NOTE: To take advantage of this grind, it is imperative to utilize VVT control when tuning. A proper calibration with attention to detail in this respect, will make this camshaft SHINE!

We require that the Gen V 225 cam uses our dual .660″ lift platinum or Gen V Conical spring package as well as hardened pushrods in all L86 and LT1 applications!!!

Specs: 22X/24X .64X”/.62X” 116+6

This versatile cam is a jack of all trades. With one tiny degree of overlap, this custom grind is mild enough to be used in daily driver applications. Don’t let that description fool you though, as it has made over 900 whp with an F1A Procharger and it cleared 1100 whp with an F1R! It can also be used in positive displacement supercharged applications like the LT4.This cam is also mild enough to be considered a “Stage 1-style” cam in a naturally aspirated application. A +38% fuel lobe is optional when using it in power adder combos.

When GM debuted the Gen V platform, BTR was blessed with the opportunity to go back to the drawing board and create an entire new lineup of camshafts. With grinds for numerous combinations, the Gen V lineup has something just about anything you can throw at us, and the Stage 2 SC camshaft has absolutely found it’s place in the market. This cam has ventured way north of 1000 whp while directing valvetrain events. Its design is rooted in longevity and durability, with zero compromises in the power arena. It comes with a +38% fuel lobe to ensure there’s enough fuel to let four digit worth of ponies run free. For naturally aspirated applications, check out the 11% Fuel Lobe Version of this cam. Phaser limiter or lockout needed as well.

Specs: 23x/24x .64x”/.63x 114+5

Our Gen V Supercharged Stage 3 grind was brought to market as the largest and most aggressive offering in the BTR Gen V lineup, period. It is compatible with OEM LT1 and LT4 pistons and includes an increase of 32% on the fuel lobe. The added fuel lobe output makes this camshaft a great candidate for N/A and boosted combinations, particularly street-friendly supercharged applications. Due to the size of the camshaft, an aftermarket torque converter will be required for automatic applications.

Max effort cam for Positive Displacement Superchargers. It retains great drivability yet is capable of 8 second ET’s. This cam set the ZR1 full weight, full aero record of 8.74 @ 156 and it also set the overall fastest 6th Gen Camaro record of 8.40 @ 162″

2 WEEK BUILD TIME!

Cam Specs: 233/242, .635/.635, 114 LSA, 111 ICL, +32% Fuel Lobe

The gen 5 LT1 engine utilizes Variable Valve Timing (VVT) controlled via a cam phaser. A cam phaser is a computer-controlled cam gear that automatically optimizes camshaft timing based on the current engine RPM. While this technology provides tremendous efficiency benefits, it presents a challenge when designing performance cams due to the wide range of valve timing movement and constantly changing piston-to-valve clearance. With the help of Texas Speed’s Superflow 902 engine dyno, we are able to custom-design camshafts and phaser tuning tables to allow our gen 5 LT1 customers the ability to purchase the ultimate in LT1 performance camshafts! Thanks to the Superflow 902 dyno, Texas Speed is the only company that currently offers a VVT camshaft with a phaser table included to properly tune the camshaft phaser once it’s installed in your 2014+ Corvette!

We do recommend the +32% fuel lobe for any power-adder applications. The +32% fuel lobe will require the use of a lash cap, so please make sure that you install one during the camshaft installation!

Specs: 212/220, .635″/.635″, 112 LSA (Lift w/ 1.8:1 Rocker Ratio)

The gen 5 L83 5.3L engine utilizes Variable Valve Timing (VVT) controlled via a cam phaser. A cam phaser is a computer-controlled cam gear that automatically optimizes camshaft timing based on the current engine RPM. While this technology provides tremendous efficiency benefits, it presents a challenge when designing performance cams due to the wide range of valve timing movement and constantly changing piston-to-valve clearance. With the help of Texas Speed’s Superflow 902 engine dyno, we are able to custom-design camshafts and phaser tuning tables to allow our gen 5 L83 customers the ability to purchase the ultimate in L83 performance camshafts! Thanks to our Superflow 902 dyno, Texas Speed is the only company that currently offers a VVT camshaft with a phaser table included to properly tune the camshaft phaser once it’s installed in your 2014+ L83 truck!

The Texas Speed & Performance L83TR-1 camshaft is a great choice for the enthusiast looking for an additional jump in horsepower without sacrificing any driveability. It will have a smooth idle and drive similar to stock. It does remove the factory AFM/DOD system that deactivates cylinders, but it retains the variable valve timing (VVT) system that allows the engine to advance and retard the cam while the engine is running. This provides a much better power curve since the engine can advance the cam in the lower RPM’s for better torque and retard the cam in the upper RPM’s for better horsepower. We do recommend using the TSP .660″ dual spring kit with PAC springs and titanium retainers and TSP hardened chromoly pushrods with this camshaft.

Each gen 5 L83 camshaft Texas Speed offers will require the use of a phaser limiter kit or phaser lock out kit. The phaser limiter restricts the range of cam timing movement. This modification provides the necessary valve clearance for serious performance camshafts with tighter lobe separations while still utilizing the benefits of the VVT technology. The lockout kit will restrict the phaser’s movement entirely, disabling the VVT, so the phaser won’t potentially fail. A failed phaser limiter can result in serious engine damage.

We do recommend the +32% fuel lobe for any vehicles that are using a power-adder. The +32% fuel lobe does require a lash cap, so please make sure that you install one during the camshaft installation! You can select one in the drop-down menu.

All of our TSP L83 camshafts were designed on our SuperFlow 902 engine dyno using an otherwise stock 5.3L L83 engine. We design and test many different camshafts before selecting the camshafts that we offer to our customers. This provides us with a distinct advantage of offering the best power curve possible without sacrificing overall performance, as well as knowing that what we offer is also safe and will not have any piston-to-valve clearance issues. We test our products before we sell them, so you KNOW that you are purchasing a camshaft that is proven!

Specs: 218/226, .635″/.635″, 113 LSA (Lift w/ 1.8:1 Rocker Ratio)

The gen 5 L83 5.3L engine utilizes Variable Valve Timing (VVT) controlled via a cam phaser. A cam phaser is a computer-controlled cam gear that automatically optimizes camshaft timing based on the current engine RPM. While this technology provides tremendous efficiency benefits, it presents a challenge when designing performance cams due to the wide range of valve timing movement and constantly changing piston-to-valve clearance. With the help of Texas Speed’s Superflow 902 engine dyno, we are able to custom-design camshafts and phaser tuning tables to allow our gen 5 L83 customers the ability to purchase the ultimate in L83 performance camshafts! Thanks to our Superflow 902 dyno, Texas Speed is the only company that currently offers a VVT camshaft with a phaser table included to properly tune the camshaft phaser once it’s installed in your 2014+ L83 truck!

The Texas Speed & Performance L83TR-2 camshaft is a great choice for the enthusiast looking for an additional jump in horsepower without sacrificing much driveability. It will have a slight lope at idle and drive similar to stock. It does remove the factory AFM/DOD system that deactivates cylinders, but it retains the variable valve timing (VVT) system that allows the engine to advance and retard the cam while the engine is running. This provides a much better power curve since the engine can advance the cam in the lower RPM’s for better torque and retard the cam in the upper RPM’s for better horsepower. We do recommend using the TSP .660″ dual spring kit with PAC springs and titanium retainers and TSP hardened chromoly pushrods with this camshaft.

Each gen 5 L83 camshaft Texas Speed offers will require the use of a phaser limiter kit or phaser lock out kit. The phaser limiter restricts the range of cam timing movement. This modification provides the necessary valve clearance for serious performance camshafts with tighter lobe separations while still utilizing the benefits of the VVT technology. The lockout kit will restrict the phaser’s movement entirely, disabling the VVT, so the phaser won’t potentially fail. A failed phaser limiter can result in serious engine damage.

We do recommend the +32% fuel lobe for any vehicles that are using a power-adder. The +32% fuel lobe does require a lash cap, so please make sure that you install one during the camshaft installation! You can select one in the drop-down menu.

All of our TSP L83 camshafts were designed on our SuperFlow 902 engine dyno using an otherwise stock 5.3L L83 engine. We design and test many different camshafts before selecting the camshafts that we offer to our customers. This provides us with a distinct advantage of offering the best power curve possible without sacrificing overall performance, as well as knowing that what we offer is also safe and will not have any piston-to-valve clearance issues. We test our products before we sell them, so you KNOW that you are purchasing a camshaft that is proven!

Specs: 222/230, .635″/.635″, 112 LSA (Lift w/ 1.8:1 Rocker Ratio)
The gen 5 L83 5.3L engine utilizes Variable Valve Timing (VVT) controlled via a cam phaser. A cam phaser is a computer-controlled cam gear that automatically optimizes camshaft timing based on the current engine RPM. While this technology provides tremendous efficiency benefits, it presents a challenge when designing performance cams due to the wide range of valve timing movement and constantly changing piston-to-valve clearance. With the help of Texas Speed’s Superflow 902 engine dyno, we are able to custom-design camshafts and phaser tuning tables to allow our gen 5 L83 customers the ability to purchase the ultimate in L83 performance camshafts! Thanks to our Superflow 902 dyno, Texas Speed is the only company that currently offers a VVT camshaft with a phaser table included to properly tune the camshaft phaser once it’s installed in your 2014+ L83 truck!

The Texas Speed & Performance L83TR-3 camshaft is a great choice for the enthusiast looking for an additional jump in horsepower without sacrificing any driveability. It will have a lopey idle and will drive best with a higher stall speed . It does remove the factory AFM/DOD system that deactivates cylinders, but it retains the variable valve timing (VVT) system that allows the engine to advance and retard the cam while the engine is running. This provides a much better power curve since the engine can advance the cam in the lower RPM’s for better torque and retard the cam in the upper RPM’s for better horsepower. We do recommend using the TSP .660″ dual spring kit with PAC springs and titanium retainers and TSP hardened chromoly pushrods with this camshaft.

Each gen 5 L83 camshaft Texas Speed offers will require the use of a phaser limiter kit or phaser lock out kit. The phaser limiter restricts the range of cam timing movement. This modification provides the necessary valve clearance for serious performance camshafts with tighter lobe separations while still utilizing the benefits of the VVT technology. The lockout kit will restrict the phaser’s movement entirely, disabling the VVT, so the phaser won’t potentially fail. A failed phaser limiter can result in serious engine damage.

We do recommend the +32% fuel lobe for any vehicles that are using a power-adder. The +32% fuel lobe does require a lash cap, so please make sure that you install one during the camshaft installation! You can select one in the drop-down menu.

All of our TSP L83 camshafts were designed on our SuperFlow 902 engine dyno using an otherwise stock 5.3L L83 engine. We design and test many different camshafts before selecting the camshafts that we offer to our customers. This provides us with a distinct advantage of offering the best power curve possible without sacrificing overall performance, as well as knowing that what we offer is also safe and will not have any piston-to-valve clearance issues. We test our products before we sell them, so you KNOW that you are purchasing a camshaft that is proven!

Specs: 225/231, .635″/.635″, 112 LSA (Lift w/ 1.8:1 Rocker Ratio)

The gen 5 L83 5.3L engine utilizes Variable Valve Timing (VVT) controlled via a cam phaser. A cam phaser is a computer-controlled cam gear that automatically optimizes camshaft timing based on the current engine RPM. While this technology provides tremendous efficiency benefits, it presents a challenge when designing performance cams due to the wide range of valve timing movement and constantly changing piston-to-valve clearance. With the help of Texas Speed’s Superflow 902 engine dyno, we are able to custom-design camshafts and phaser tuning tables to allow our gen 5 L83 customers the ability to purchase the ultimate in L83 performance camshafts! Thanks to our Superflow 902 dyno, Texas Speed is the only company that currently offers a VVT camshaft with a phaser table included to properly tune the camshaft phaser once it’s installed in your 2014+ L83 truck!

The Texas Speed & Performance L83TR-4 camshaft is a great choice for the enthusiast looking for maximum horsepower from their 5.3L. It will have a lopey idle and will drive best with a higher stall speed . It does remove the factory AFM/DOD system that deactivates cylinders, but it retains the variable valve timing (VVT) system that allows the engine to advance and retard the cam while the engine is running. This provides a much better power curve since the engine can advance the cam in the lower RPM’s for better torque and retard the cam in the upper RPM’s for better horsepower. We do recommend using the TSP .660″ dual spring kit with PAC springs and titanium retainers and TSP hardened chromoly pushrods with this camshaft.

Each gen 5 L83 camshaft Texas Speed offers will require the use of a phaser limiter kit or phaser lock out kit. The phaser limiter restricts the range of cam timing movement. This modification provides the necessary valve clearance for serious performance camshafts with tighter lobe separations while still utilizing the benefits of the VVT technology. The lockout kit will restrict the phaser’s movement entirely, disabling the VVT, so the phaser won’t potentially fail. A failed phaser limiter can result in serious engine damage.

We do recommend the +32% fuel lobe for any vehicles that are using a power-adder. The +32% fuel lobe does require a lash cap, so please make sure that you install one during the camshaft installation! You can select one in the drop-down menu.

All of our TSP L83 camshafts were designed on our SuperFlow 902 engine dyno using an otherwise stock 5.3L L83 engine. We design and test many different camshafts before selecting the camshafts that we offer to our customers. This provides us with a distinct advantage of offering the best power curve possible without sacrificing overall performance, as well as knowing that what we offer is also safe and will not have any piston-to-valve clearance issues. We test our products before we sell them, so you KNOW that you are purchasing a camshaft that is proven!

Cam Specs: 23x/24x, .645″/.635″, 113 LSA

The gen 5 LT1 engine utilizes Variable Valve Timing (VVT) controlled via a cam phaser. A cam phaser is a computer-controlled cam gear that automatically optimizes camshaft timing based on the current engine RPM. While this technology provides tremendous efficiency benefits, it presents a challenge when designing performance cams due to the wide range of valve timing movement and constantly changing piston-to-valve clearance. With the help of Texas Speed’s Superflow 902 engine dyno, we are able to custom-design camshafts and phaser tuning tables to allow our gen 5 LT1 customers the ability to purchase the ultimate in LT1 performance camshafts! Thanks to the Superflow 902 dyno, Texas Speed is the only company that currently offers a VVT camshaft with a phaser table included to properly tune the camshaft phaser once it’s installed in your 2014+ Corvette!

The Texas Speed & Performance LT1 VVT-3 camshaft is a great choice for the enthusiast looking for maximum horsepower from their gen 5 LT1. It will have a lope at idle and will require a higher stall speed torque converter for automatics. It does not retain the factory AFM/DOD functionality that deactivates cylinders, so a DOD/AFM delete kit will be needed. It does however retain the variable valve timing (VVT) system that allows the engine to advance and retard the cam while the engine is running, so a phaser limiter kit will also be needed. This provides a much better power curve since the engine can advance the cam in the lower RPM’s for better torque and retard the cam in the upper RPM’s for better horsepower. VVT can also be locked out by means of a phaser lockout kit. We do recommend using our TSP .660″ dual spring kit with PAC springs & titanium retainers and TSP hardened chromoly pushrods with this camshaft.

Each gen 5 LT1 camshaft Texas Speed offers will require the use of a phaser limiter kit. The phaser limiter restricts the range of cam timing movement. This modification provides the necessary valve clearance for serious performance camshafts with tighter lobe separations while still utilizing the benefits of the VVT technology.

This camshaft will come standard with our +32% fuel lobe.

All of our TSP LT1 camshafts were designed on our SuperFlow 902 engine dyno using an otherwise stock 6.2L LT1 engine. We design and test many different camshafts before selecting the camshafts that we offer to our customers. This provides us with a distinct advantage of offering the best power curve possible without sacrificing overall performance, as well as knowing that what we offer is also safe and will not have any piston-to-valve clearance issues. We test our products before we sell them, so you KNOW that you are purchasing a camshaft that is proven!

**75+ FWHP Gains; 596 HP/511 TQ on engine dyno**

Cam Specs: 227/231, .635″/.635″, 116 LSA

The gen 5 LT1 engine utilizes Variable Valve Timing (VVT) controlled via a cam phaser. A cam phaser is a computer-controlled cam gear that automatically optimizes camshaft timing based on the current engine RPM. While this technology provides tremendous efficiency benefits, it presents a challenge when designing performance cams due to the wide range of valve timing movement and constantly changing piston-to-valve clearance. With the help of Texas Speed’s Superflow 902 engine dyno, we are able to custom-design camshafts and phaser tuning tables to allow our gen 5 LT1 customers the ability to purchase the ultimate in LT1 performance camshafts! Thanks to the Superflow 902 dyno, Texas Speed is the only company that currently offers a VVT camshaft with a phaser table included to properly tune the camshaft phaser once it’s installed in your 2014+ Corvette!

The Texas Speed & Performance LT1 VVT1 camshaft is a great choice for the enthusiast looking for an additional jump in horsepower without sacrificing hardly any driveability. It will have a nice lope at idle but nothing too aggressive. It does not retain the factory AFM/DOD functionality that deactivates cylinders, so a DOD/AFM delete kit will be needed. It does however retain the variable valve timing (VVT) system that allows the engine to advance and retard the cam while the engine is running, so a phaser limiter kit will also be needed. This provides a much better power curve since the engine can advance the cam in the lower RPM’s for better torque and retard the cam in the upper RPM’s for better horsepower. VVT can also be locked out by means of a phaser lockout kit. We do recommend using our TSP .660″ dual spring kit with PAC springs & titanium retainers and TSP hardened chromoly pushrods with this camshaft.

We do recommend the +32% fuel lobe for any power-adder applications. The +32% fuel lobe will require the use of a lash cap, so please make sure that you install one during the camshaft installation! You can select the optional lash cap in the drop down menu. WE DO NOT CHARGE EXTRA FOR OUR +32% FUEL LOBE!

All of our TSP LT1 camshafts were designed on our SuperFlow 902 engine dyno using an otherwise stock 6.2L LT1 engine. We design and test many different camshafts before selecting the camshafts that we offer to our customers. This provides us with a distinct advantage of offering the best power curve possible without sacrificing overall performance, as well as knowing that what we offer is also safe and will not have any piston-to-valve clearance issues. We test our products before we sell them, so you KNOW that you are purchasing a camshaft that is proven!

**80+ FWHP Gains; 601 HP/518 TQ on engine dyno**

Cam Specs: 231/235, .645″/.635″, 116 LSA

The gen 5 LT1 engine utilizes Variable Valve Timing (VVT) controlled via a cam phaser. A cam phaser is a computer-controlled cam gear that automatically optimizes camshaft timing based on the current engine RPM. While this technology provides tremendous efficiency benefits, it presents a challenge when designing performance cams due to the wide range of valve timing movement and constantly changing piston-to-valve clearance. With the help of Texas Speed’s Superflow 902 engine dyno, we are able to custom-design camshafts and phaser tuning tables to allow our gen 5 LT1 customers the ability to purchase the ultimate in LT1 performance camshafts! Thanks to the Superflow 902 dyno, Texas Speed is the only company that currently offers a VVT camshaft with a phaser table included to properly tune the camshaft phaser once it’s installed in your 2014+ Corvette!

The Texas Speed & Performance LT1 VVT-2 camshaft is a great choice for the enthusiast looking for an additional jump in horsepower.y. It will have a nice lope at idle and will require a higher stall speed torque converter for automatics. It does not retain the factory AFM/DOD functionality that deactivates cylinders, so a DOD/AFM delete kit will be needed. It does however retain the variable valve timing (VVT) system that allows the engine to advance and retard the cam while the engine is running, so a phaser limiter kit will also be needed. This provides a much better power curve since the engine can advance the cam in the lower RPM’s for better torque and retard the cam in the upper RPM’s for better horsepower. VVT can also be locked out by means of a phaser lockout kit. We do recommend using our TSP .660″ dual spring kit with PAC springs & titanium retainers and TSP hardened chromoly pushrods with this camshaft.

We do recommend the +32% fuel lobe for any power-adder applications. The +32% fuel lobe will require the use of a lash cap, so please make sure that you install one during the camshaft installation! You can select the optional lash cap in the drop down menu. WE DO NOT CHARGE EXTRA FOR OUR +32% FUEL LOBE!

All of our TSP LT1 camshafts were designed on our SuperFlow 902 engine dyno using an otherwise stock 6.2L LT1 engine. We design and test many different camshafts before selecting the camshafts that we offer to our customers. This provides us with a distinct advantage of offering the best power curve possible without sacrificing overall performance, as well as knowing that what we offer is also safe and will not have any piston-to-valve clearance issues. We test our products before we sell them, so you KNOW that you are purchasing a camshaft that is proven!

**110+ FWHP Gains; 631 HP/537 TQ on engine dyno**

Cam Specs: 235/239, .645″/.635″, 116 LSA

The gen 5 LT1 engine utilizes Variable Valve Timing (VVT) controlled via a cam phaser. A cam phaser is a computer-controlled cam gear that automatically optimizes camshaft timing based on the current engine RPM. While this technology provides tremendous efficiency benefits, it presents a challenge when designing performance cams due to the wide range of valve timing movement and constantly changing piston-to-valve clearance. With the help of Texas Speed’s Superflow 902 engine dyno, we are able to custom-design camshafts and phaser tuning tables to allow our gen 5 LT1 customers the ability to purchase the ultimate in LT1 performance camshafts! Thanks to the Superflow 902 dyno, Texas Speed is the only company that currently offers a VVT camshaft with a phaser table included to properly tune the camshaft phaser once it’s installed in your 2014+ Corvette!

The Texas Speed & Performance LT1 VVT-3 camshaft is a great choice for the enthusiast looking for maximum horsepower from their gen 5 LT1. It will have a lope at idle and will require a higher stall speed torque converter for automatics. It does not retain the factory AFM/DOD functionality that deactivates cylinders, so a DOD/AFM delete kit will be needed. It does however retain the variable valve timing (VVT) system that allows the engine to advance and retard the cam while the engine is running, so a phaser limiter kit will also be needed. This provides a much better power curve since the engine can advance the cam in the lower RPM’s for better torque and retard the cam in the upper RPM’s for better horsepower. VVT can also be locked out by means of a phaser lockout kit. We do recommend using our TSP .660″ dual spring kit with PAC springs & titanium retainers and TSP hardened chromoly pushrods with this camshaft.

We do recommend the +32% fuel lobe for any power-adder applications. The +32% fuel lobe will require the use of a lash cap, so please make sure that you install one during the camshaft installation! You can select the optional lash cap in the drop down menu. WE DO NOT CHARGE EXTRA FOR OUR +32% FUEL LOBE!

All of our TSP LT1 camshafts were designed on our SuperFlow 902 engine dyno using an otherwise stock 6.2L LT1 engine. We design and test many different camshafts before selecting the camshafts that we offer to our customers. This provides us with a distinct advantage of offering the best power curve possible without sacrificing overall performance, as well as knowing that what we offer is also safe and will not have any piston-to-valve clearance issues. We test our products before we sell them, so you KNOW that you are purchasing a camshaft that is proven!

Cam Specs: 223/227, .635″/.635″, 116 LSA

The gen 5 LT1 engine utilizes Variable Valve Timing (VVT) controlled via a cam phaser. A cam phaser is a computer-controlled cam gear that automatically optimizes camshaft timing based on the current engine RPM. While this technology provides tremendous efficiency benefits, it presents a challenge when designing performance cams due to the wide range of valve timing movement and constantly changing piston-to-valve clearance. With the help of Texas Speed’s Superflow 902 engine dyno, we are able to custom-design camshafts and phaser tuning tables to allow our gen 5 LT1 customers the ability to purchase the ultimate in LT1 performance camshafts! Thanks to the Superflow 902 dyno, Texas Speed is the only company that currently offers a VVT camshaft with a phaser table included to properly tune the camshaft phaser once it’s installed in your 2014+ Corvette!

The Texas Speed & Performance LT1 VVT-SV camshaft is a great choice for the enthusiast looking for an additional jump in horsepower without sacrificing hardly any driveability. It will have a slight lope at idle but nothing too aggressive. This is the perfect camshaft for those wanting to retain the stock torque converter in their automatic-equipped LT1. It does not retain the factory AFM/DOD functionality that deactivates cylinders, so a DOD/AFM delete kit will be needed. It does however retain the variable valve timing (VVT) system that allows the engine to advance and retard the cam while the engine is running, so a phaser limiter kit will also be needed. This provides a much better power curve since the engine can advance the cam in the lower RPM’s for better torque and retard the cam in the upper RPM’s for better horsepower. VVT can also be locked out by means of a phaser lockout kit. We do recommend using our TSP .660″ dual spring kit with PAC springs & titanium retainers and TSP hardened chromoly pushrods with this camshaft.

We do recommend the +32% fuel lobe for any power-adder applications. The +32% fuel lobe will require the use of a lash cap, so please make sure that you install one during the camshaft installation! You can select the optional lash cap in the drop down menu. WE DO NOT CHARGE EXTRA FOR OUR +32% FUEL LOBE!

All of our TSP LT1 camshafts were designed on our SuperFlow 902 engine dyno using an otherwise stock 6.2L LT1 engine. We design and test many different camshafts before selecting the camshafts that we offer to our customers. This provides us with a distinct advantage of offering the best power curve possible without sacrificing overall performance, as well as knowing that what we offer is also safe and will not have any piston-to-valve clearance issues. We test our products before we sell them, so you KNOW that you are purchasing a camshaft that is proven!

The “BFD” cam is engineered to give your naturally aspirated LS the MOST SAVAGE CHOP humanly possible while delivering big power throughout the curve. Designed to spec with Hoonigan’s Chop King – Zac Mertens, the BFD is the nastiest sounding cam you can stuff into your 5.3 L83 engine.

“We designed the BFD for one thing… 10/10 CHOP for LS engines. It just so happens to make a lot of power too. I run the ‘BFD Stroker’ in my TSP 434 ci powered C10, which I daily drive in LA traffic. It put down 545whp/475wtq through a 4l80e and still manages to get 20mpg on the highway.”

3400+ Stall Recommended

Dual .660″ Valve Springs or Better Required