BTR Gen V Supercharged Camshaft Kit by Brian Tooley Racing — Compatible with 2014–2023 GM LT1, L83, L84, L86, and L87 Engines

Description

BTR GEN V L83 PDS CAMSHAFT FOR STOCK CONVERTER

210/23X, .639″/.639″, 115 LSA, 38% FUEL LOBE

Introducing the new BTR L83 PDS STOCK STALL camshaft for use in PDS supercharger applications. This camshaft works well with factory type LT4, and up to 2300 style superchargers. Designed to help your boosted factory L83 truck engine make more power and torque everywhere in the curve compared to the OEM cam, while still allowing the use of the factory torque converter. This cam delivers a mild lope sound at idle and good driveability. Developed in house, these new BTR lobe designs were Spintron tested to help maintain strict valvetrain stability and durability standard at higher rpm.

The use of aftermarket .660 lift springs is required. E85 fuel is highly recommended.
Designed to be used with a locked out phaser limiter.
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BTR GEN V STAGE 1 SUPERCHARGED CAMSHAFT

217/23X, .639″/.639″, 114 LSA

INTAKE LOBE LIFT @ TDC: 0.04030

BTR is proud to introduce these new editions to our already impressive lineup of Gen V camshafts. The new Gen V Stage 1 Centrifugal and PDS Supercharger camshaft was designed to deliver excellent power and torque everywhere in the curve. This cam works well in 5.3-6.2 combos using smaller centrifugal or PDS style blowers with great street manners, yet makes more power than similar cams with more duration. Developed in house, these new BTR lobe designs were Spintron and Engine Dyno tested to achieve the highest overall power curve while also maintaining strict valvetrain stability and durability standards.

The use of BTR dual or conical spring kits is required due to high valve lift and increased rpm potential.
We also recommend the use of hardened pushrods in power adder applications.
Will work with a stock converter in 6.2 car and truck applications.
May require the use of an aftermarket converter when used in L83 truck applications for best drivability.
Includes a 38% fuel lobe and was designed to be locked out. We recommend our BTR VVT lockout bushing. 
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BTR GEN V STAGE 2 SUPERCHARGED CAMSHAFT

223/24X, .641″/.644″, 114 LSA

INTAKE LOBE LIFT @ TDC: 0.05052

BTR is proud to introduce these new editions to our already impressive lineup of Gen V camshafts. The new Gen V Stage 2 Centrifugal and PDS Supercharger camshaft was designed to deliver excellent power and torque everywhere in the curve. This cam works well in 5.3-6.2 combos using Centrifugal or PDS style blowers, while helping to deliver more mid-range and top end power than our Stage 1 cam. This cam offers an aggressive idle, yet is still mild enough for daily driving. Developed in house, these new BTR lobe designs were Spintron and Engine Dyno tested to achieve the highest overall power curve while also maintaining strict valvetrain stability and durability standards.

The use of BTR dual or conical spring kits is required due to high valve lift and increased rpm potential.
We also recommend the use of hardened pushrods in power adder applications.

Will require the use of an aftermarket converter for best drivability.
Includes a 38% fuel lobe and was designed to be locked out. We recommend our BTR VVT lockout bushing. 

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BTR GEN V STAGE 3 SUPERCHARGED CAMSHAFT

228/25X, .648″/.648″, 113 LSA

INTAKE LOBE LIFT @ TDC: 0.06079

BTR is proud to introduce these new editions to our already impressive lineup of Gen V camshafts. The new Gen V Stage 3 Centrifugal and PDS Supercharger camshaft was designed for customers building an aggressive street/strip 5.3 -6.2 supercharged combo. Not for the faint of heart, this cam delivers explosive midrange and top end power up to 7000 rpm and higher depending on engine modifications. An aggressive idle let’s you know something serious lurks underneath the hood. Developed in house, these new BTR lobe designs were Spintron and Engine Dyno tested to achieve the highest overall power curve while also maintaining strict valvetrain stability and durability standards.

The use of BTR dual or conical spring kits is required due to high valve lift and increased rpm potential.
We also recommend the use of hardened pushrods in power adder applications.

Will require the use of an aftermarket converter for best drivability.
Includes a 38% fuel lobe and was designed to be locked out. We recommend our BTR VVT lockout bushing. 

THIS CAMSHAFT REQUIRES FLYCUTTING THE PISTON WHEN USED IN A L83 APPLICATION!

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