{"title":"Vehicles \u0026 Parts","description":null,"products":[{"product_id":"genuine-tru-cool-40k-transmission-oil-cooler-by-long-40-000-btu-no-an-fittings","title":"GENUINE Tru Cool 40k Transmission Oil Cooler by Long - 40,000 BTU - No AN Fittings","description":"\u003cp\u003eAS OF JUNE 2025 WE HAVE NO ETA WHEN THESE WILL BE AVAILABLE. THEY HAVE BEEN ON BACKORDER FOR 6+ MONTHS.\u003cbr\u003e\nIF YOU PLACE AN ORDER AND WISH TO CANCEL, YOU WILL BE CHARGED A $10 CANCELLATION FEE. \u003cbr\u003e\nALL ORDERS WILL BE PLACED ON BACKORDER AND SHIPPED ONCE WE GET MORE IN. \u003cbr\u003e\nGENUINE Tru-Cool 40k Transmission Coolers!\u003cbr\u003e\nNEW part number for 2024: 35-72172-00OLD part number: LPD47391There are a TON of knockoffs floating around there for half price. These are not genuine and if you read reviews, they are not the kind of quality you're expecting from Long Manufacturing \/ Dana Corporation. \u003cbr\u003e\nAvailable with optional 6AN or 8AN adapter fittings, that actually FIT. We have tried several manufacturer's fittings and finally found some that don't bottom out before sealing. \u003cbr\u003e\n***NOT ALL PARTS ARE MADE THE SAME DESPITE THE PRICE POINT BEING LOWER***\u003cbr\u003e\nWe also have cooler manifolds for 6L80\/90, 8L90, 10L80\/90, and 6R80\/10R80. \u003cbr\u003e\nFree shipping within the 48 states!\u003cbr\u003e\nGVW Rating: 40,000 GVW\u003cbr\u003e\nBTU Rating: 45,000\u003cbr\u003e\nCooler size: 8.5\" x 22.75\" x 1.25\"\u003cbr\u003e\nNumber of plates: 13\u003cbr\u003e\nFitting size: 3\/8\" inverted flare\u003cbr\u003e\nIncludes: Brackets, hose, barb fittings, clamps\u003cbr\u003e\nCountry of Manufacture: Canada \u003cbr\u003e\nManufacturer Warranty: Limited lifetime\u003cbr\u003e\nTru-Cool is a registered trademark of Dana Aftermarket Group\u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611526299964,"sku":"35-72172-00-1","price":152.99,"currency_code":"USD","in_stock":true}]},{"product_id":"genuine-tru-cool-40k-transmission-oil-cooler-by-long-40-000-btu-add-2-6an-adapter-fittings","title":"GENUINE Tru Cool 40k Transmission Oil Cooler by Long - 40,000 BTU - Add (2) 6AN Adapter Fittings","description":"\u003cp\u003eAS OF JUNE 2025 WE HAVE NO ETA WHEN THESE WILL BE AVAILABLE. THEY HAVE BEEN ON BACKORDER FOR 6+ MONTHS.\u003cbr\u003e\nIF YOU PLACE AN ORDER AND WISH TO CANCEL, YOU WILL BE CHARGED A $10 CANCELLATION FEE. \u003cbr\u003e\nALL ORDERS WILL BE PLACED ON BACKORDER AND SHIPPED ONCE WE GET MORE IN. \u003cbr\u003e\nGENUINE Tru-Cool 40k Transmission Coolers!\u003cbr\u003e\nNEW part number for 2024: 35-72172-00OLD part number: LPD47391There are a TON of knockoffs floating around there for half price. These are not genuine and if you read reviews, they are not the kind of quality you're expecting from Long Manufacturing \/ Dana Corporation. \u003cbr\u003e\nAvailable with optional 6AN or 8AN adapter fittings, that actually FIT. We have tried several manufacturer's fittings and finally found some that don't bottom out before sealing. \u003cbr\u003e\n***NOT ALL PARTS ARE MADE THE SAME DESPITE THE PRICE POINT BEING LOWER***\u003cbr\u003e\nWe also have cooler manifolds for 6L80\/90, 8L90, 10L80\/90, and 6R80\/10R80. \u003cbr\u003e\nFree shipping within the 48 states!\u003cbr\u003e\nGVW Rating: 40,000 GVW\u003cbr\u003e\nBTU Rating: 45,000\u003cbr\u003e\nCooler size: 8.5\" x 22.75\" x 1.25\"\u003cbr\u003e\nNumber of plates: 13\u003cbr\u003e\nFitting size: 3\/8\" inverted flare\u003cbr\u003e\nIncludes: Brackets, hose, barb fittings, clamps\u003cbr\u003e\nCountry of Manufacture: Canada \u003cbr\u003e\nManufacturer Warranty: Limited lifetime\u003cbr\u003e\nTru-Cool is a registered trademark of Dana Aftermarket Group\u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611526332732,"sku":"35-72172-00-6AN","price":171.99,"currency_code":"USD","in_stock":true}]},{"product_id":"genuine-tru-cool-40k-transmission-oil-cooler-by-long-40-000-btu-add-2-8an-adapter-fittings","title":"GENUINE Tru Cool 40k Transmission Oil Cooler by Long - 40,000 BTU - Add (2) 8AN Adapter Fittings","description":"\u003cp\u003eAS OF JUNE 2025 WE HAVE NO ETA WHEN THESE WILL BE AVAILABLE. THEY HAVE BEEN ON BACKORDER FOR 6+ MONTHS.\u003cbr\u003e\nIF YOU PLACE AN ORDER AND WISH TO CANCEL, YOU WILL BE CHARGED A $10 CANCELLATION FEE. \u003cbr\u003e\nALL ORDERS WILL BE PLACED ON BACKORDER AND SHIPPED ONCE WE GET MORE IN. \u003cbr\u003e\nGENUINE Tru-Cool 40k Transmission Coolers!\u003cbr\u003e\nNEW part number for 2024: 35-72172-00OLD part number: LPD47391There are a TON of knockoffs floating around there for half price. These are not genuine and if you read reviews, they are not the kind of quality you're expecting from Long Manufacturing \/ Dana Corporation. \u003cbr\u003e\nAvailable with optional 6AN or 8AN adapter fittings, that actually FIT. We have tried several manufacturer's fittings and finally found some that don't bottom out before sealing. \u003cbr\u003e\n***NOT ALL PARTS ARE MADE THE SAME DESPITE THE PRICE POINT BEING LOWER***\u003cbr\u003e\nWe also have cooler manifolds for 6L80\/90, 8L90, 10L80\/90, and 6R80\/10R80. \u003cbr\u003e\nFree shipping within the 48 states!\u003cbr\u003e\nGVW Rating: 40,000 GVW\u003cbr\u003e\nBTU Rating: 45,000\u003cbr\u003e\nCooler size: 8.5\" x 22.75\" x 1.25\"\u003cbr\u003e\nNumber of plates: 13\u003cbr\u003e\nFitting size: 3\/8\" inverted flare\u003cbr\u003e\nIncludes: Brackets, hose, barb fittings, clamps\u003cbr\u003e\nCountry of Manufacture: Canada \u003cbr\u003e\nManufacturer Warranty: Limited lifetime\u003cbr\u003e\nTru-Cool is a registered trademark of Dana Aftermarket Group\u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611526365500,"sku":"35-72172-00-8AN","price":173.99,"currency_code":"USD","in_stock":true}]},{"product_id":"an-fittings-for-tru-cool-40k-transmission-oil-cooler-6an-8an-5-8-inverted-flare-6an","title":"AN Fittings for Tru Cool 40k Transmission Oil Cooler - 6AN 8AN 5\/8 Inverted Flare - 6AN","description":"\u003cp\u003eNot all fittings are the same!\u003cbr\u003e\nWe’ve found the proper fittings you need for your Tru Cool 40k that won’t bottom out. This listing is for a PAIR of fittings. Available in 6AN or 8AN for your trans cooler. \u003cbr\u003e\nIf you do not have a genuine Tru Cool 40k then we cannot guarantee fitment as the knockoffs might be different. \u003cbr\u003e\nThese have a 5\/8-18 inverted flare end, which also work on many different applications such as power steering and fuel systems. \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611528855868,"sku":"640380","price":35.0,"currency_code":"USD","in_stock":true}]},{"product_id":"an-fittings-for-tru-cool-40k-transmission-oil-cooler-6an-8an-5-8-inverted-flare-8an","title":"AN Fittings for Tru Cool 40k Transmission Oil Cooler - 6AN 8AN 5\/8 Inverted Flare - 8AN","description":"\u003cp\u003eNot all fittings are the same!\u003cbr\u003e\nWe’ve found the proper fittings you need for your Tru Cool 40k that won’t bottom out. This listing is for a PAIR of fittings. Available in 6AN or 8AN for your trans cooler. \u003cbr\u003e\nIf you do not have a genuine Tru Cool 40k then we cannot guarantee fitment as the knockoffs might be different. \u003cbr\u003e\nThese have a 5\/8-18 inverted flare end, which also work on many different applications such as power steering and fuel systems. \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611528888636,"sku":null,"price":39.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-btr-hot-rod-cam","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - BTR Hot Rod Cam","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611532886332,"sku":"BTR-CAM-LS-1","price":409.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-btr-red-hot-cam","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - BTR Red Hot Cam","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533279548,"sku":"BTR-CAM-LS-2","price":409.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-ls1-stage-1-cam","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - LS1 Stage 1 Cam","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533312316,"sku":"BTR-CAM-LS-3","price":409.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-ls1-stage-2-cam","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - LS1 Stage 2 Cam","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533345084,"sku":"BTR-CAM-LS-4","price":409.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-ls1-stage-3-cam","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - LS1 Stage 3 Cam","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533377852,"sku":"BTR-CAM-LS-5","price":409.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-ls1-stage-4-cam","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - LS1 Stage 4 Cam","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533410620,"sku":"BTR-33348123R0","price":409.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-btr-stage-1-ls3-cam-v2","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - BTR Stage 1 LS3 Cam V2","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533443388,"sku":"BTR-CAM-LS-7","price":409.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-btr-stage-2-ls3-cam-v2","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - BTR Stage 2 LS3 Cam V2","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533476156,"sku":"BTR-CAM-LS-14","price":409.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-btr-stage-3-ls3-cam-v2","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - BTR Stage 3 LS3 Cam V2","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533508924,"sku":"BTR-CAM-LS-15","price":409.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-btr-stage-4-ls3-cam-v2","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - BTR Stage 4 LS3 Cam V2","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533541692,"sku":"BTR-CAM-LS-16","price":409.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-btr-truck-norris-cam","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - BTR Truck Norris Cam","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533574460,"sku":"BTR-CAM-LS-8","price":409.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-btr-truck-norris-cam-nsr-no-springs-required-nsr","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - BTR Truck Norris Cam - NSR No Springs Required NSR","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533607228,"sku":"BTR-CAM-LS-9","price":409.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-btr-stage-1-truck-cam","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - BTR Stage 1 Truck Cam","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533639996,"sku":"BTR-CAM-LS-10","price":389.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-btr-stage-2-truck-cam-nsr-no-springs-required","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - BTR Stage 2 Truck Cam - NSR No Springs Required","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533672764,"sku":null,"price":389.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-btr-stage-2-truck-cam","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - BTR Stage 2 Truck Cam","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533705532,"sku":"BTR-CAM-LS-11","price":389.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-btr-stage-3-truck-cam","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - BTR Stage 3 Truck Cam","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533738300,"sku":"BTR-CAM-LS-12","price":389.99,"currency_code":"USD","in_stock":true}]},{"product_id":"btr-ls-n-a-camshafts-ls1-ls2-ls3-ls7-lq4-lq9-lm7-ly6-l99-l77-btr-stage-4-truck-cam","title":"BTR LS N\/A Camshafts - LS1 LS2 LS3 LS7 LQ4 LQ9 LM7 LY6 L99 L77 - BTR Stage 4 Truck Cam","description":"\u003cp\u003eBTR Camshafts are made in the USA!\u003cbr\u003e\nWhether you have a daily driver or a max performance vehicle with an LS engine, BTR has a cam that will suit your needs. \u003cbr\u003e\nThis listing is for ALL BTR camshafts for NATURALLY ASPIRATED applications (No boost or nitrous).\u003cbr\u003e\nIf 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. \u003cbr\u003e\nCAMSHAFT SPECS: \u003cbr\u003e\n(Specs are Duration @ .050\" lift, total valve lift with 1.7 rocker, and lobe separation angle) \u003cbr\u003e\nHot Rod Cam:  217\/23X, .613\/.607, 114 LSABTR'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. \u003cbr\u003e\nRed Hot Cam:  221\/24X, .619\/.617, 113 LSAAffectionately 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. \u003cbr\u003e\nLS1\/2 Stage 1:  217\/23X .615\"\/.636\" 113 LSAThe 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.\u003cbr\u003e\nLS1\/2 Stage 2:  221\/24x .624\"\/.636\" 112 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 3:  227\/24x .636\"\/.636\" 111.5 LSAThis 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.\u003cbr\u003e\nLS1\/2 Stage 4:  233\/248 .630\"\/.615\" 111.5+2.5The 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.\u003cbr\u003e\nLS3 Stage 1:  217\/23X, .615\/.636, 113 LSAThis 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.\u003cbr\u003e\nLS3 Stage 2:  221\/24X, .624\/.636, 112 LSAThis 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 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.\u003cbr\u003e\nLS3 Stage 5: (Requires flycut pistons or L99 pistons) 235\/25X, .646\"\/.646\", 111 LSAThis 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.\u003cbr\u003e\nTruck Norris NSR (No springs required):  212\/22X, .498\/.498, 107 LSA\u003cbr\u003e\nTruck Norris:  212\/22X, .552\/.552, 107 LSA\u003cbr\u003e\nTruck Stage 1:  206\/212 .553\/.553 112+0The 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.\u003cbr\u003e\nTruck Stage 2 NSR (No Springs Required!):  212\/218 .480\/.480 111+0The 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!\u003cbr\u003e\nTruck Stage 2:  212\/218 .553\/.553 111+0The 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.\u003cbr\u003e\nTruck Stage 3:  218\/224 .553\/.553 110+0The 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.\u003cbr\u003e\nTruck Stage 4:  224\/230 .553\/.553 109+0The 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.\u003cbr\u003e\n \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533803836,"sku":"BTR-CAM-LS-13","price":389.99,"currency_code":"USD","in_stock":true}]},{"product_id":"ls1-d580-coil-packs-19421259-ls-set-of-8","title":"LS1 D580 Coil Packs - 19421259 LS SET OF 8","description":"\u003cp\u003eGENUINE ACDelco LS1 Coil Packs - Also known as D580. These came on LS1 Camaro\/Firebirds as well as LS1 Corvettes.  \u003cbr\u003e\nCOMES AS A SET OF 8.\u003cbr\u003e\nThese are one of the 2 options for the common 2-piece LS valve covers. ***Keep in mind you will need an LS1 specific coil harness for these! See picture for reference. Not compatible with coil harnesses from later LS's with a blue seal. \u003cbr\u003e\nPart number on coils: AC Delco 19421259\u003cbr\u003e\nDoes not include hardware. \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611533902140,"sku":"19421259","price":579.0,"currency_code":"USD","in_stock":true}]},{"product_id":"6an-to-inverted-flare-fitting-for-power-steering-line-gear-box-gm-5-8-18-inverted-flare-for-pressure-side-only","title":"6AN to Inverted Flare Fitting for Power Steering Line - Gear Box GM - 5\/8-18 Inverted Flare for Pressure Side only","description":"\u003cp\u003eThese zinc-plated steel fittings will thread into the smaller pressure port on your GM steering gear box, and convert to a 6AN fitting size so you can make up a hose to your pump! \u003cbr\u003e\nMost OE steering gears have a 5\/8-18 port for pressure, and a 11\/16-18 for the return side. This is the case up through the late 1970's. Yours may be metric and use an O-ring inside to seal. The fittings you're looking at here, have an inverted flare seal. So you can visually see if your steering gear has a cone shaped bottom to confirm these will work. \u003cbr\u003e\nIf the gearbox does not have an inverted flare, it is more than likely a later model (or aftermarket\/Borgeson etc) box with a metric thread w\/O ring bottom. These would require an M16 and M18 fitting also available from PTS. \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611562672444,"sku":null,"price":12.99,"currency_code":"USD","in_stock":true}]},{"product_id":"6an-to-inverted-flare-fitting-for-power-steering-line-gear-box-gm-add-11-16-18-inverted-flare-for-return-side-only","title":"6AN to Inverted Flare Fitting for Power Steering Line - Gear Box GM - Add 11\/16-18 Inverted Flare for Return Side Only","description":"\u003cp\u003eThese zinc-plated steel fittings will thread into the smaller pressure port on your GM steering gear box, and convert to a 6AN fitting size so you can make up a hose to your pump! \u003cbr\u003e\nMost OE steering gears have a 5\/8-18 port for pressure, and a 11\/16-18 for the return side. This is the case up through the late 1970's. Yours may be metric and use an O-ring inside to seal. The fittings you're looking at here, have an inverted flare seal. So you can visually see if your steering gear has a cone shaped bottom to confirm these will work. \u003cbr\u003e\nIf the gearbox does not have an inverted flare, it is more than likely a later model (or aftermarket\/Borgeson etc) box with a metric thread w\/O ring bottom. These would require an M16 and M18 fitting also available from PTS. \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611562770748,"sku":null,"price":12.99,"currency_code":"USD","in_stock":true}]},{"product_id":"6an-to-inverted-flare-fitting-for-power-steering-line-gear-box-gm-i-need-both-5-8-and-11-16-fittings","title":"6AN to Inverted Flare Fitting for Power Steering Line - Gear Box GM - I need both 5\/8 and 11\/16 Fittings","description":"\u003cp\u003eThese zinc-plated steel fittings will thread into the smaller pressure port on your GM steering gear box, and convert to a 6AN fitting size so you can make up a hose to your pump! \u003cbr\u003e\nMost OE steering gears have a 5\/8-18 port for pressure, and a 11\/16-18 for the return side. This is the case up through the late 1970's. Yours may be metric and use an O-ring inside to seal. The fittings you're looking at here, have an inverted flare seal. So you can visually see if your steering gear has a cone shaped bottom to confirm these will work. \u003cbr\u003e\nIf the gearbox does not have an inverted flare, it is more than likely a later model (or aftermarket\/Borgeson etc) box with a metric thread w\/O ring bottom. These would require an M16 and M18 fitting also available from PTS. \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611562869052,"sku":null,"price":25.0,"currency_code":"USD","in_stock":true}]},{"product_id":"derale-34k-transmission-fluid-cooler-14-row-similar-to-tru-cool-40k-13633-no-an-fittings","title":"Derale 34k Transmission Fluid Cooler 14 Row - Similar to Tru Cool 40K 13633 - No AN Fittings","description":"This Derale Transmission Oil Cooler is very similar to the popular Tru Cool 40k one. \nPart number: 13633\nDescription\nVery popular with original equipment manufacturers for use on their towing applications, our Plate and Fin coolers feature strong furnace-brazed construction embossed turbulators which maximize heat transfer while also minimizing pressure drop. This unit is perfect for light to medium duty use and occasional towing. It greatly extends transmission life by preventing heat-related transmission failures, and improve shifting performance. Built with 5\/8\" Inverted Flare Inlets and includes 3\/8\" hose barb adapters. This kit comes with a complete transmission cooler hardware kit to easily install onto vehicles with 5\/16\" transmission cooler lines.\nFeatures\nPrevents heat related transmission failures\nExtends life of transmission\nImproves transmission performance\nSturdy furnace-brazed aluminum construction\n13 row cooler design\nTurbulators maximize cooling \u0026amp; minimize pressure drop\n3\/8\" hose barb adapters included\nGVW: 34000\nBTU: 33000\nFluid Capacity: 20 oz.\nAll Derale coolers are rated at 250psi working pressure and 300psi burst strength\nSpecifications\nCooler style: Plate \u0026amp; Fin\nConstruction: Aluminum\nGVW: 34000\nBTU: 33000\nInlet size: 5\/8\" inverted flare female inlets\nFitting size: 3\/8\" barb\nWidth: 22-3\/4\"\nHeight: 8\"\nOverall Height (with brackets and inlets): 9-1\/4\"\nDepth: 1-1\/4\"\nInlet to Inlet dim: 21-3\/8\"\nMounting: 15-3\/4\", 17-3\/4\", 8-1\/2\"\nHose size: 3\/8\"\nHose length: 4'","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611581481276,"sku":null,"price":165.0,"currency_code":"USD","in_stock":true}]},{"product_id":"derale-34k-transmission-fluid-cooler-14-row-similar-to-tru-cool-40k-13633-add-2-6an-adapter-fittings","title":"Derale 34k Transmission Fluid Cooler 14 Row - Similar to Tru Cool 40K 13633 - Add (2) 6AN Adapter Fittings","description":"This Derale Transmission Oil Cooler is very similar to the popular Tru Cool 40k one. \nPart number: 13633\nDescription\nVery popular with original equipment manufacturers for use on their towing applications, our Plate and Fin coolers feature strong furnace-brazed construction embossed turbulators which maximize heat transfer while also minimizing pressure drop. This unit is perfect for light to medium duty use and occasional towing. It greatly extends transmission life by preventing heat-related transmission failures, and improve shifting performance. Built with 5\/8\" Inverted Flare Inlets and includes 3\/8\" hose barb adapters. This kit comes with a complete transmission cooler hardware kit to easily install onto vehicles with 5\/16\" transmission cooler lines.\nFeatures\nPrevents heat related transmission failures\nExtends life of transmission\nImproves transmission performance\nSturdy furnace-brazed aluminum construction\n13 row cooler design\nTurbulators maximize cooling \u0026amp; minimize pressure drop\n3\/8\" hose barb adapters included\nGVW: 34000\nBTU: 33000\nFluid Capacity: 20 oz.\nAll Derale coolers are rated at 250psi working pressure and 300psi burst strength\nSpecifications\nCooler style: Plate \u0026amp; Fin\nConstruction: Aluminum\nGVW: 34000\nBTU: 33000\nInlet size: 5\/8\" inverted flare female inlets\nFitting size: 3\/8\" barb\nWidth: 22-3\/4\"\nHeight: 8\"\nOverall Height (with brackets and inlets): 9-1\/4\"\nDepth: 1-1\/4\"\nInlet to Inlet dim: 21-3\/8\"\nMounting: 15-3\/4\", 17-3\/4\", 8-1\/2\"\nHose size: 3\/8\"\nHose length: 4'","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611581612348,"sku":null,"price":179.0,"currency_code":"USD","in_stock":true}]},{"product_id":"derale-34k-transmission-fluid-cooler-14-row-similar-to-tru-cool-40k-13633-add-2-8an-adapter-fittings","title":"Derale 34k Transmission Fluid Cooler 14 Row - Similar to Tru Cool 40K 13633 - Add (2) 8AN Adapter Fittings","description":"This Derale Transmission Oil Cooler is very similar to the popular Tru Cool 40k one. \nPart number: 13633\nDescription\nVery popular with original equipment manufacturers for use on their towing applications, our Plate and Fin coolers feature strong furnace-brazed construction embossed turbulators which maximize heat transfer while also minimizing pressure drop. This unit is perfect for light to medium duty use and occasional towing. It greatly extends transmission life by preventing heat-related transmission failures, and improve shifting performance. Built with 5\/8\" Inverted Flare Inlets and includes 3\/8\" hose barb adapters. This kit comes with a complete transmission cooler hardware kit to easily install onto vehicles with 5\/16\" transmission cooler lines.\nFeatures\nPrevents heat related transmission failures\nExtends life of transmission\nImproves transmission performance\nSturdy furnace-brazed aluminum construction\n13 row cooler design\nTurbulators maximize cooling \u0026amp; minimize pressure drop\n3\/8\" hose barb adapters included\nGVW: 34000\nBTU: 33000\nFluid Capacity: 20 oz.\nAll Derale coolers are rated at 250psi working pressure and 300psi burst strength\nSpecifications\nCooler style: Plate \u0026amp; Fin\nConstruction: Aluminum\nGVW: 34000\nBTU: 33000\nInlet size: 5\/8\" inverted flare female inlets\nFitting size: 3\/8\" barb\nWidth: 22-3\/4\"\nHeight: 8\"\nOverall Height (with brackets and inlets): 9-1\/4\"\nDepth: 1-1\/4\"\nInlet to Inlet dim: 21-3\/8\"\nMounting: 15-3\/4\", 17-3\/4\", 8-1\/2\"\nHose size: 3\/8\"\nHose length: 4'","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611581841724,"sku":null,"price":179.0,"currency_code":"USD","in_stock":true}]},{"product_id":"genuine-gm-d581-coil-packs-19418993-ls-set-of-8","title":"Genuine GM D581 Coil Packs - 19418993 LS SET OF 8","description":"\u003cp\u003eGENUINE ACDelco LS Coil Packs - Also known as D581. These came on many Gen 3 LS-based truck engines. They never originally came on a car engine, but can be installed on any LS with the proper bracket. \u003cbr\u003e\nCOMES AS A SET OF 8.\u003cbr\u003e\n***Will not fit most 2-piece LS valve covers. Only fits applications where a D581 coil is called out. \u003cbr\u003e\nPart number on coils: AC Delco 19418993 - Old PN is 19355500 - You may receive one or the other. \u003cbr\u003e\nDoes not include hardware. \u003c\/p\u003e","brand":"My Store","offers":[{"title":"Default Title","offer_id":67611629322556,"sku":"19418993","price":499.0,"currency_code":"USD","in_stock":true}]}],"url":"https:\/\/specbuiltls.com\/collections\/vehicles-parts.oembed","provider":"My Store","version":"1.0","type":"link"}