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BTR LS N/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77

$389.99

BTR Camshafts are made in the USA!

Whether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. 

This listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).

If you are unsure which cam to pick, contact us for advice on your build. BTR's website (www.briantooleyracing.com) has a little more information on each cam regarding power increases, stall requirements, etc. 

CAMSHAFT SPECS: 

(Specs are Duration @ .050" lift, total valve lift with 1.7 rocker, and lobe separation angle) 

Hot Rod Cam:  217/23X, .613/.607, 114 LSA
BTR's Hot Rod cam delivers an aggresive idle while maintaining good street manners. It makes slightly less torque down low than our Truck Norris cam yet produces an additional 20+ HP at peak. Aftermarket torque converter recommended. Requires .625-.660 valve springs. 

Red Hot Cam:  221/24X, .619/.617, 113 LSA
Affectionately dubbed The Red Hot Cam, we have put this camshaft in a wide variety of engine combos, and it was spicy enough to make excellent power in both boosted and N/A applications.  Things really heated up once it was installed and running on the engine dyno. It showed excellent power gains over our existing Stage 2 PDS and LS3 Centrifugal cam profiles even with less intake duration. 

LS1/2 Stage 1:  217/23X .615"/.636" 113 LSA
The all new BTR LS1 Stage 1 V2 camshaft makes more power and torque everywhere in the curve compared to the OEM factory camshaft. This camshaft provides a MILD idle along with great driveability for daily driving, yet makes significantly more midrange and top end power with an almost 15% horsepower gain at peak over the factory LS2 camshaft. An aftermarket stall, although not necessarily needed in some applications, will help to unlock this camshaft's full potential. .660" dual springs w/ti retainers, and hardened pushrods are required.

LS1/2 Stage 2:  221/24x .624"/.636" 112 LSA
This camshaft has a moderate idle for use in daily driving, yet makes significantly more midrange and top end power over Stage 1, with an over 16% horsepower gain at peak over the factory LS2 camshaft. An aftermarket stall is recommended to help unlock this camshaft's full potential. .650"+ dual springs, and hardened pushrods are required.

LS1/2 Stage 3:  227/24x .636"/.636" 111.5 LSA
This camshaft has an aggressive idle, and works well in the mid to upper rpm range with 18% horsepower gains at peak over the OEM LS2 camshaft. This camshaft will not require any flycutting of pistons with OEM combustion chamber size. If you mill your heads, it is always advised to check piston-to-valve clearance.  An aftermarket stall is necessary to help unlock this camshaft's full potential. .660" dual springs w/ti retainers, and hardened pushrods are required.

LS1/2 Stage 4:  233/248 .630"/.615" 111.5+2.5
The largest offering in the naturally aspirated LS1/LS2/LS6 lineup, the Stage 4 has proven it's worth time and time again. The Stage 4 sacrifices a some low rpm torque while on a mission to make max peak power. It is not uncommon to see 460+whp with proper supporting mods including a quality set of cylinder heads. In automatic cars, a higher RPM torque converter is a requirement. .660" dual springs w/ti retainers, and hardened pushrods are required.

LS3 Stage 1:  217/23X, .615/.636, 113 LSA
This V2 version of our Stage 1 camshaft makes more power and torque everywhere in the curve compared to our legendary LS3 cams. An aftermarket stall is recommended to help unlock this camshaft's full potential. .650"+ dual springs, and hardened pushrods are required.

LS3 Stage 2:  221/24X, .624/.636, 112 LSA
This V2 version of our Stage 2 camshaft makes more power and torque everywhere in the curve compared to our legendary LS3 cams. An aftermarket stall is recommended to help unlock this camshaft's full potential. .650"+ dual springs w/ti retainers, and hardened pushrods are required.

LS3 Stage 3:  227/24X .636"/.636" 111.5 LSA 
This camshaft has an aggressive idle, and works well in the mid to upper rpm range with a 70 horsepower gain at peak. This camshaft will not require any flycutting of pistons with OEM LS3 combustion chamber size. If you mill your heads, it is always advised to check piston-to-valve clearance. An aftermarket stall is necessary to help unlock this camshaft's full potential. .660" dual springs w/ti retainers, and hardened pushrods are required.

LS3 Stage 4:  233/25X .636"/.636" 113 LSA
The V2 Stage 4 LS3 grind has been utilized on many max effort combinations with great success. We see 500+ whp with the addition of proper bolt-ons, while maintaining the durability you come to expect from BTR components. It is ground with nitrous in mind as well, working well with up to 300 horsepower worth of night night juice. For proper piston-to-valve clearance, you cannot mill your cylinder heads without the possibility of needing to flycut your pistons. An aftermarket converter is a necessity for automatic applications. .660" dual springs w/ti retainers, and hardened pushrods are required.

LS3 Stage 5: (Requires flycut pistons or L99 pistons) 235/25X, .646"/.646", 111 LSA
This cam is not for the weak at heart. Intended for use as a MAX EFFORT NA style cam, in combination with ported cylinder heads, while also using an aftermarket throttle body and intake manifold such as the BTR Trinity series intake or Performance Design offerings. Best results when using a 5" cold air intake tube set up. 
If you're wanting brutal mid range and top end power, these are this camshaft's shining attributes. BTR has seen power figures North of 600hp on their engine dyno in a SBE application when used in conjunction with BTR valve train components and a short runner intake manifold.
Higher than stock stall converter and lower gearing* (when applicable) is recommended along with an E85 compatible fuel system. This cam requires fly-cutting when using OEM pistons, but the extra labor is key to obtaining maximum performance from this combination. However, fly-cutting is NOT required on a L99 engine with exhaust notches.

Truck Norris NSR (No springs required):  212/22X, .498/.498, 107 LSA

Truck Norris:  212/22X, .552/.552, 107 LSA

Truck Stage 1:  206/212 .553/.553 112+0
The Stage 1 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. Similar specs to a stock LS3 cam. Requires LS3/LS6 style valve springs with a .560 minimum lift capability.

Truck Stage 2 NSR (No Springs Required!):  212/218 .480/.480 111+0
The Stage 2 NSR 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. NO VALVE SPRINGS REQUIRED!

Truck Stage 2:  212/218 .553/.553 111+0
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 - But really shines when you add a higher stall converter. We at Pro Touring Store have used this in both 5.3 and 6.0 applications, it retains a lot of low end torque compared to bigger cams. Requires LS3/LS6 style valve springs with a .560 minimum lift capability.

Truck Stage 3:  218/224 .553/.553 110+0
The Stage 3 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 driving characteristics, this camshaft works well with a 2500-3000 stall torque converter. This is a great choice for even a 6.0L looking for a nice performance gain. Requires LS3/LS6 style valve springs with a .560 minimum lift capability.

Truck Stage 4:  224/230 .553/.553 109+0
The Stage 4 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 driving characteristics, this camshaft works well with 2800-3200 stall torque converters. The "chop" is more pronounced than the other truck cams. It sounds great, and is rowdy! Requires LS3/LS6 style valve springs with a .560 minimum lift capability. Hardened pushrods recommended.