This kit includes the parts needed to delete AFM/DOD (Active Fuel Management) and VVT (Variable Valve Timing) from an L99 GM 6.2L car engine.
Kit Includes:
-Your Choice of Brian Tooley Racing N/A LS3 Camshaft
-Brian Tooley Platinum .660" lift dual valve spring kit (valve springs, steel retainers, seals)
-AMS Racing 5/16" hardened 7.400" length pushrods set
-Your Choice of lifters with plastic trays
-AMS RacingTop End Gasket Set (MLS Head Gaskets, Valve Cover Gaskets, Intake Gaskets, Exhaust Gaskets)
-Complete head bolts set
-Crankshaft bolt
-3 bolt camshaft gear w/ hardened bolts
-GM LS2 front timing cover with sensor, bolts, and gaskets/seal
-Non-afm valley plate
Camshaft Choices
BTR LS3 STAGE 1 V2 CAMSHAFT (Specs: 217/23X, .615/.636, 113 LSA)
This V2 version of our Stage 1 camshaft makes more power and torque everywhere in the curve compared to our legendary LS3 cams. Developed in house, we went back to the drawing board to find even more power and torque. 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.
BTR LS3 STAGE 2 V2 CAMSHAFT (Specs: 221/24X, .624/.636, 112 LSA)
This V2 version of our Stage 2 camshaft makes more power and torque everywhere in the curve compared to our legendary LS3 cams. Developed in house, we went back to the drawing board to find even more power and torque. 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.
BTR LS3 STAGE 3 V2 CAMSHAFT (Specs: 227/24X .636"/.636" 111.5 LSA)
Developed and ground in-house using state of the art BTR designed lobes, the new LS3 Stage 3 V2 cam is the latest offering in the LS3 line up. 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.
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.
BTR LS3 STAGE 4 V2 CAMSHAFT (Specs: 233/24X .636"/.636" 111 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.
BTR LS3 STAGE 5 V2 CAMSHAFT (Specs: 235/25X, .646"/.646", 111 LSA)
Introducing the new LS3 Stage 5 cam from BTR. Developed in-house using BTR designed lobes, the new Stage 5 cam is the latest offering in the LS3 line up which has culminated from extensive in-house Spintron testing, coupled with thorough vetting on our Superflow Engine Dynamometer.
This cam is not for the weak at heart. Intended for use as a MAX EFFORT NA style cam, in combination with ported cylinder heads, while also using an aftermarket throttle body and intake manifold such as our Trinity series intake. 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. We've seen power figures North of 600hp on our 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.
NOTE: To take advantage of this grind, it is imperative to use good flowing induction system along with added compression ratio.
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NOTE: Custom Computer tuning required.
Manufacturer warranty only offered on OEM Chevrolet & Comp Cams lifters.
