Btr Stage 2 Cam

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This cam has nearly identical specs to our very popular LS3 Stage 2 cam. However, this cam has 3 degrees more advance for increased low end torque. Since the timing on this cam can be retarded via the VVT mechanism, it will make the same or better peak power than our non-VVT Stage 2 cam to give you the best of both worlds. Uses GM actuator 12606358 used in some 2008 and all 2009 and newer engines.The demand for this camshaft was in place before the first LS3 engine was torn down for a cam swap! With a history of making 470+ whp when accompanied by the proper bolt-ons, all while maintaining stock-like driving characteristics, this camshaft has found a permanent home on the shelves at BTR. Building on the easy integration of this grind, it should be noted that stock torque converters in G8 GT’s, 5th Gen Camaro’s, and C6 Corvettes work perfectly with this grind! However, if you’re looking for an aggressive idle note, you won’t be disappointed when you turn the key with this cam in control. Brian Tooley is on the forefront of race cam development. Here at Malex we import BTR products direct from the US and KEEP THEM IN STOCK in our Sydney based store ready for pickup or delivery. As you can see in the examples listed below as the various Stages increase the amount of necessary modifications increase exponentially, as does the necessity of the components to support a given power level. For example an exhaust system that is capable of 90-100 horsepower is not going to work on a 130Hp build. While a Stage 1 build can be fairly forgiving on the exhaust & intake, a Stage 3, 4, 5 build requires a very specific recipe. The components used WILL make or break the entire combination.Some of the first companies to offer components in Stages was Kerker and K&N in the 80’s, they offered exhaust systems and jet kits at different levels ranging from semi restrictive exhaust & stock airbox, up to full open headers with the airbox removed. As performance changed with each combination they referred to the kits as Stage 1, 2, 3, etc. These terms were very successful as they allowed customers to better understand what they were buying. The same could be said in todays V-Twin performance market, as in many cases the term “Stage” is applied to various levels of performance.

In the motorcycle world nearly every modification has its own nomenclature, but what does it really mean? Much of this is marketing but it can really serve a purpose and can actually be helpful when interpreted correctly. OEM’s and aftermarket companies have been very successful using the term “Stage” with their kits, for many companies it’s a way to help educate customers on performance levels as well as how complex or comprehensive a set of modifications may be. We’re going to talk a bit about “Stages” in the traditional sense, as well as how Fuel Moto will be referencing our own kits as we move forward.A lope is caused by extremely large and wide cams. When cams are wide enough, they will overlap, so in other words, the intake on cylinder two will open before the intake on cylinder one is closed.Moreover, a camshaft determines the duration and nature of the ignition process. For instance, the intake valve may open for a longer or shorter period of time during the upstroke. A small change in this duration can make a big difference in how the engine performs.While this may sound like an easy decision based on the benefits, camming a truck is not without its downsides. While increased fuel intake is helpful at higher speeds, it’s actually detrimental to your performance at lower speeds. Specifically, your low-end torque will suffer, which can prove problematic for a work truck or for towing since you need a lot of torque to get started with a heavy load.The camshaft activates a cylinder’s intake and exhaust valves. One lobe will activate the intake valve, followed by a second lobe that activates the exhaust valve. As the shaft rotates, the valves will open and close in the appropriate timing.The main reason that cammed trucks are louder is that there’s more fuel going into the engine, meaning a louder idle and more volume at any given speed. In an engine with multiple pistons, such as a truck motor, the pistons don’t fire simultaneously. Instead, they fire in a sequence, one after the other, and the motor’s camshaft raises and lowers the pistons to determine the firing sequence. A lope is a distinctive, rhythmic rumble that occurs when an engine is idling. It’s highly undesirable for performance, but the sound is much sought-after by gearheads who want their performance truck to sound like a performance truck.

While this is mostly true, the extra noise doesn’t just come from increased fuel intake. It also results from the larger size of the cams themselves. Steeper angles and wider valve openings create more mechanical noise.Advancing the timing will cause the fuel intakes to open and close earlier, which improves low-end torque. Conversely, retarding the cam will improve high-end horsepower at the expense of low-end torque. But why would you want to do this? And even with good reason, is it really worth your while? Let’s take a closer look at camming and what it does for your truck. Though it can bring many performance and cosmetic benefits, camming is not the right choice for everybody. In fact, for most purposes, your truck will perform best when using the factory camshaft. However, if you’re using your truck for performance-related reasons, like racing, you may want to consider installing an aftermarket shaft. To learn more about maintaining and modifying your truck, read more of our trusty guides!The term “camming” refers to the modification of a truck’s camshaft. While it may sound justifiably complex, the process of changing out the camshaft allows you to build a custom engine that performs better within a particular RPM range.

Camshafts usually break because of a failure elsewhere in the engine. Connecting rods and other parts can break loose and strike the shaft. They can also fail due to defects in manufacturing, such as microfractures. In the rare instance that this occurs, failure usually happens relatively quickly.Custom camshafts are designed with larger, wider lobes than factory shafts. As a result, the intake valves are open for an extended period. This provides additional power and efficiency at higher engine speeds.

However, most stock camshafts are generalists and perform best during everyday driving. But if you have a heavy load or you’re racing, you may want a shaft that’s engineered for your specific purpose.A camshaft is a metal rod that drives an engine. There are one or more cams, or irregular lobes, that actuate parts of the machine along the rod. As the shaft rotates, the larger parts of the lobes can drive levers or pistons.

In addition to the unique sound, a lope is actually desirable when racing. At very high RPMs, the longer valve times will allow for plenty of fuel to enter the cylinders, even as the cam quickly rotates. As a result, the truck won’t lose power when approaching redline.

Assuming you provide your own new camshaft, most shops will charge between $600 and $1,000 to cam your truck. If you plan on doing the job yourself, make sure you set aside an entire weekend. Though it’s not terribly difficult, it can be very time-consuming.

Different camshafts will allow the vehicle to perform better under certain conditions. For example, allowing more fuel into the cylinder is wasteful at low RPMs, but provides more power at higher RPMs.The downside here is obvious – your gas mileage and towing performance will clearly suffer. However, if you want a deep, roaring engine, camming may be a worthwhile option.The Stage 2 grind is a great middle-ground for people looking for added power, while keeping OEM driving characteristics in check. OEM torque converters play happily with these grinds. If you need to hook up to a trailer and hit the road for the weekend, this grind will give you more average torque than the previous iteration of the truck series.From the team that brought the industry’s NUMBER 1 SELLING GM TRUCK CAMSHAFTS to market. Brian Tooley Racing is proud to introduce the next chapter in the performance GM Truck saga. Our all new V2 series was born from the demands of an ever changing market. From toy haulers to trucks turned street rods, our V2 truck cam lineup has an answer for your needs. We have partnered with an OEM Tier 1 supplier to grind the new V2 series. The end result is a revised camshaft that provides more average torque, higher peak power, and a maximum depth heat treatment. The maximum heat treat depth is achieved by having cam cores made within a few thousandths of final grind size. As opposed to grinding all the camshafts from the same starting core, they each have their own respective core to begin.

Size and weight of different configurations may vary. For exact product weight and dimensions, please refer to the manufacturer’s spec sheets or sizing sheets included in the description above or contact us.The Stage 2 grind is a popular choice for those looking to delete DOD/AFM, or just add some pep to your trucks step. With great power gains and OEM driving characteristics, this camshaft works well with stock converters.

Brian Tooley Racing is proud to introduce the next innovation in the GM performance truck industry. Our all new V2 series was born from the demands of an ever changing market. From toy haulers to trucks turned street rods, our V2 truck cam lineup has an answer for your needs.CARB and EPA Emissions Statement: Based on the information provided to us by manufacturers and our own knowledge, we do the best we can to determine the CARB and emissions legality of the parts we sell. Please do your own research with the manufacturer to ensure that this part is legal for use in your state on the car you will be installing it on. If you believe that this part is incorrectly listed, please let us know at [email protected]. Parts which are not legal for use on emissions controlled vehicles in California and states which follow California CARB rules will require an affidavit to be signed by the customer certifying the part’s use on a vehicle which is not emissions controlled.We have partnered with an OEM Tier 1 supplier to grind the new V2 series. Each V2 cam is born from its own specific cam core. NO GENERIC CORES USED. The end result is a revised camshaft that provides more average torque, higher peak power, and a maximum depth heat treatment for reliability.All content contained on this website is protected by intellectual property copyright law and is intended for the sole use of Glenn’s Auto Performance.

I understand: These products are manufactured and sold for installation on vehicles to be used solely for competition purposes. Once this part is installed, the vehicle may never be used, or registered or licensed for use, on a public road or highway. If you install this part on your vehicle and use the vehicle on a public road or highway, you will violate the Clean Air Act 203(a)(3), 42 U.S.C, 7522(a)(3) and may be subject to personal civil or criminal liability.WARNING: It is illegal to install any aftermarket part that alters or modifies the original design or performance of the motor vehicle pollution control system unless the part is exempted or has an Executive Order issued by the California Air Resources Board (also commonly referred to as the “EO” number). Installation of parts which are not CARB approved on a pollution-controlled vehicle in the State of California may result in the Department of Motor Vehicles (DMV) revoking the vehicle registration and certificate of ownership (title), refusing the transfer of registration, and/or the vehicle failing smog inspection. Law enforcement may cite you for the use of an illegal aftermarket part and seize your title and license plate.

The Sloppy Stage 2 Camshaft is a fairly aggressive profile. It will have a nice choppy Idle and make tons of power all while keeping costs low. This cam is a great choice for those daily drivers that like an aggressive idle and don’t mind giving up some power at low RPMs. Great for Cars, Trucks, SUV’s, Street Rods, and LS Swaps. This camshaft has been proven to work well in naturally aspirated, turbocharged, supercharged and nitrous applications. Automatic’s will perform best with a 2,800+rpm stall torque converter.This cam was the perfect choice for what I was looking for for my project. The idle isn’t crazy aggressive but it is enough to let you know it’s not stock. Good gains you can feel through the mid range and was easy to tune! This cam is the perfect choice for any truck or suv owner looking for a little more and not trying to upgrade everything else in the process

Camshaft, Springs, Hat Seals and Pushrods: BTR Stage 2 Truck Cam, BTR beehive springs, hat seals and 7.400″ long, 5/16″ Chromoly Pushrods with .080″ wall thickness.

What are you driving? If you are a 2008-17 Camaro or Corvette person, the Summit Racing Stage Three 8710 camshaft we testedis the ticket to a solid 550 hp that is easy to live with.The base LS3 is rated at 430 hp. The horsepower bump comes from the use of long-tube dyno headers, a larger throttle body, and usually, better fuel, and a more aggressive baseline tune. The additional cubic inches come from the Pro LS 6.2L forged rotating assembly. The crank has a 4.000-inch stroke, the pistons are 4.065-inch, and the rods are 6.125-inch H-beams. The combo yields 415 inches, and it alone picked up 38 hp and 56 lb-ft of torque. More importantly, the torque peak moved from 5,100-5,500 rpm to a more usable 4,400-5,500. It makes more torque over a longer period of time. Great for drag racing or getting out of a corner on an autocross or road course. This simple cam and spring swap is worth 80 hp over the stock LS3, plus some additional revs in the rpm range. For a street car with a stock transmission and rear gears, this is the best cam you can get.If you want more power, Summit has the 8705 cam with a tighter 107-degree LSA, 234/277 duration at 0.050, and 0.595-lift using a stock 1.7:1 rocker ratio. It is a lot more aggressive and worth an additional 20 hp on top of the gains from the 8710 grind or 123 hp over a stock LS3 when combined with a stroker kit. Those numbers are N/A using a 91-octane California sluice-water gasoline tune.

With the larger cam and the extra cubic inches, the LS3 picked up an additional 20 hp at the same horsepower peak as the smaller cam, plus a rowdy idle. It dropped under 10 inches of vacuum at idle as narrow LSA long-duration cams tend to do. It also dropped some torque in the mid range. Brian Nutter at Summit mentioned the Stage Three is actually the more tunable option at the cost of a few horsepower at the top. We agree. If you want to have street cred and turn heads, get the 415/8705 combo. If you want to have a more tunable combo for a 2008-later LS3 powered street car that still has a nice idle chop, go for the smaller cam.

The 8705 requires piston clearance on the exhaust side to avoid piston-to-valve contact. Old man theory has proven that if you need to swap pistons, you should also add good rods. If you are going to add new rods, you should get a forged crank. What follows is buying a stroker kit that boosts the cubic inches to 415 and includes all three.

Every vehicle requires different upgrades in order to safely meet newfound performance capabilities from a stage 2 software upgrade. If your vehicle does not meet hardware upgrade requirements, then it will not be able to achieve the increased power output that is characteristic of a stage 2 remap. However, if your vehicle does meet these requirements, then a stage 2 remap can provide a significant power increase, improving your performance figures BHP/Torque by 30% – 50%, completely transforming the way our vehicle drives.

A stage 2 software calibration is much more aggressive than a stage 1. By increasing the vehicle’s power and demands from the drivetrain to safely execute at the vehicle’s new performance band a stage 2 remap requires hardware upgrades to be made.Straight pipe did my custsom exhaust on my A45s, amazing set up on the car now. Brilliant service from all the lads. Highly Recommend to anyone who is looking for a tuning service.

Yes. You don’t need to achieve a stage 1 remap first and then move to Stage 2. Instead of a stage 1 ECU calibration, a tuner can apply a Stage 2 with hardware upgrades the same day.A high-flow exhaust system is a great way to improve the performance of your car. It allows your car to breathe better and makes it more efficient. A stage 2 remap will further improve the performance of your car by increasing the power and torque. It is important to note that a high-flow exhaust system will also make your car louder. If you are not looking for a loud car, then you may want to consider a different option. Overall, a high-flow exhaust system is a great way to improve the performance of your car.

You can think of it as.. stage 1 tuning is for the streets and for those looking for a better driving experience and fuel economy and a stage 2 is for drivers who want to increase performance dramatically and build a track-worthy road car.

The most common cars in the UK to receive a stage 2 performance upgrade are Audi S3’s and Gold R’s. Audi S3 Stage 2 and Stage 2 Golf R provide the same figures as they house the same engine.An upgraded turbocharger is one of the best ways to improve the performance on your vehicle. By upgrading to a stage 2 remap, you can see significant gains in power and torque. This will also help to improve your fuel economy as well.Great set of people went above and beyond to help out especially when my exhaust tips flew off during mapping would recommend to everyone and the source is unreal what they add to your car

A stage 1 is often performed not only to improve vehicle driving experience with better throttle response, improved BHP/Torque, and less turbo lag, but the improved fuel economy. If driven in a sensible manner, a stage 1 remap can improve the fuel efficiency of the engine and is chosen by a lot or remap customers for that exact reason. A stage 2 however takes these same performance stage 1 performance enhancements to the next level, unsafe for stock vehicle hardware to operate at the level of performance and so requires hardware upgrades.

The biggest difference between a stage 2 and stage 1 remap is the power output. A stage 2 remap can provide up to a 30% – 50% increase in power over the factory settings, while a stage 1 typically provides around 15-20% increase in power. That being said, each individual car will respond differently to the tuning software so it’s important to consult with a professional tuner to see what sort of power gains you can expect for your specific vehicle.

If you’re looking for the ultimate in performance gains, then a stage 2 remap is the way to go. If you are looking to Stage 2 your vehicle, reach out to a member of the 117Speed team on [email protected] for guidance on your build and a free no obligation quote.A stage 2 upgrade can be performed to increase vehicle power and performance. Stage 1 calibrations can be performed for fuel economy and power, however stage 2 is solely for the benefit of performance.

Installing an induction kit is one of the most effective ways to improve the performance of your car. By allowing more air into the engine, an induction kit can increase power and torque. Additionally, a stage 2 remap can further improve performance by optimising the engine management system for use with an induction kit. As a result, upgrading to an induction kit with a stage 2 remap can significantly improve the performance of your car.Stage 2 remaps are commonly performed on turbocharged petrol and diesel engines and is the next level above a stage 1 remap, a software-only ECU remapping practise that requires no hardware upgrades. A stage 2 remap will require various hardware upgrades depending on the vehicle you are tuning in order for the vehicle to handle the additional drivetrain load the engine is experiencing.

A stage 2 remap is an engine calibration performed on a vehicles ECU that requires hardware upgrades to be made the the vehicle to maximise the output of the software enhancements. This usually involves increasing the turbo boost pressure, fuel injection timing and duration, and air-to-fuel ratio.The Stage 2 grind is a popular choice for those looking to delete DOD/AFM, or just add some pep to your trucks step. With great power gains and OEM driving characteristics, this camshaft works well with stock converters. These camshafts are MADE IN THE USA! These camshaft kits are intended for use in 99+ GM Trucks, with 4.8, 5.3, and 6.0 engines. These are not intended for use in direct injection equipped trucks (2015+).

The cookie settings on this website are set to ‘allow all cookies’ to give you the very best experience. Please click Accept Cookies to continue to use the site.Trevor Doelling & Jason Magnum (Texas Speed & Performance Founders) have combined 30 + years experience in the high performance market & are continually working to research & develop the highest quality performance products for your build. This is achieved by testing their range with their in-house state of the art Superflow engine dyno.

The Texas Speed Stage 2 LS3 camshaft provides a strong mid-duration making power from 3,000 RPM & beyond. The Stage 2 is the perfect choice for those wanting more power than the Texas Speed 225/236, Whilst retaining great street ability.

Sure! Give us a call on (03)8595 4343 OR Simply click Get In Touch & schedule a time that best suits you. We will have one of our sales consultants contact you at your convenience.

The team at Texas Speed & Performance has released an all new range of LS3 camshaft grinds that have been developed & tested using their in-house Superflow 902 engine dyno.Skunk2 camshafts designs are the direct result of our years of drag racing and road racing efforts. In addition to each Skunk2 project car and race vehicle, the world’s top road racing and drag racing teams have relied on Skunk2 camshafts for years.

First introduced in 1999, Tuner Series Camshafts are manufactured from the same proprietary, high-quality cores as Skunk2’s more aggressive Pro Series Camshafts, are CNC ground, and feature unique profiles and lobe shapes that emphasize an exceptional idle and low emissions.Gain an extra 15-20 hp and retain your factory idle and low-speed emissions with Skunk2’s Tuner Series Stage 2 Camshafts, our introductory line of high-performance camshafts for Honda’s B16/ B17/ B18 VTEC engines. Tuner Series Stage 2 Camshafts are designed to optimize horsepower and torque on engines featuring free-flowing intake and exhaust tracts, increased compression, and upgraded valvetrain. As a result, VTEC crossover is dramatic, allowing for that classic primary-to-secondary surge. What’s more, Tuner Series Stage 2 Camshafts have helped power numerous race teams to victory over the years, reaching legendary status the world over. No other line of high-performance camshafts even comes close to Skunk2’s Tuner Series.