Description
Kit Contents
- Your Choice of Texas Speed Camshaft
- Texas Speed Dual Valve Spring Kit
- Hardened 5/16" 7.400" Length Pushrods
- Your Choice of Lifters
- Lifter Guides
- MLS 3.910" Bore Head Gaskets (.051" Thick)
- Front Cover Gasket Set
- Camshaft Thrust Plate
- Crankshaft Bolt
Camshaft Choices
TSP Cathedral Heads Stage 1 (224R)Cam Specs: 224/224 .600/.600 112LSA
The Stage 1 camshafts use lobes that are designed to be both beehive & double valve spring friendly. The 112LSA helps to bring the camshafts powerband lower in the rpm band.The lower LSA also creates a slightly rougher idle. The Stage 1 camshaft is without a doubt one of the most popular camshafts we offer for the LS1 engines.It has awesome drivability while making a solid 40+ rear wheel horsepower gains! For customers looking for a smaller camshaft that packs a big punch, the Stage 1 camshaft is pretty hard to beat!
Engines best suited for: Cathedral Heads - LS1, LS2, & LS6
Desired Compression ratio for cam: 9.5:1+
Recommended Springs Required: PAC 1219 or TSP/PAC Dual .660 Valve Springs
Aftermarket Stall Converter Required: 2600+ stall converter.
Upgraded Rear Gear Required: No
Operating RPM Range: 1400-6500
Estimated Power Increase: 45-50+
Drivability: Great driveability, has great stock like manners with good lope at idle and makes great power! Custom Tuning required.
TSP 228R Cam Specs: 228/228 .600/.600 112LSA
The TSP 228r is one of our most popular camshafts and for good reason! It is for those wanting great power delivery while still maintaining a great daily driver car. The 228R camshaft is a very streetable camshaft that makes approximately 5-7 more horsepower over our 224R camshaft. Dyno testing has shown the 228R camshaft to make a solid 45-50rwhp gains. The 228R camshaft is large enough that we recommend a larger than stock stall converter in automatic cars. Tuning will also be required in both automatic & manual applications.
Engines best suited for: 5.7, 6.0
Desired Compression ratio for cam: 10.1:1+
Recommended Springs Required: Pac 1219 or TSP Double .660 Valve springs
Aftermarket Stall Converter Required: Yes, 3200+
Upgraded Rear Gear Required: No, but for automatics, a minimum of a 3.23 is recommended for maximum performance.
Operating RPM Range: 1800-6800
Estimated Power Increase: 45-50+
Fit Stock Untouched Heads: Yes, No Piston to Valve Clearance issues, but measuring is always recommended for any cam installation.
Drivability: Great daily driver cam once properly tuned
TSP Cathedral Heads Stage 2 Cam Specs: 228/232 .600/.600 112 LSA
The Stage 2 camshafts use lobes that are designed to be both beehive & double valve spring friendly. The Stage 2 camshaft is a very popular camshaft for customers wanting a very streetable camshaft that makes approximately 5-7 more horsepower than the 228R camshaft. Dyno testing has shown the Stage 2 camshaft to make a solid 50-55 RWHP gains with all other supporting bolt-on modifications in place. The Stage 2 camshaft is large enough that we recommend a minimum 3200 RPM stall converter in automatic cars. Tuning will also be required in both automatic & manual applications.
Engines best suited for: Cathedral Heads - LS1, LS2, & LS6
Minimum Desired Compression ratio for cam: 10.1:1+
Recommended Springs Required: Pac 1219 or TSP/PAC Dual .660 Valve Springs
Aftermarket Stall Converter Required: Yes, 3200+
Upgraded Rear Gear Required: No, but for automatics, a minimum of a 3.23 is recommended for maximum performance.
Operating RPM Range: 2000-7000
Estimated Power Increase: 55+
Drivability: Great daily driver cam once properly tuned.
Cleetus McFarland "Bald Eagle" LS1/LS2 N/A Cam Specs: 227/234 .600"/.600" 111 LSA 109 ICL
Purchase the naturally aspirated version of the camshaft that Cleetus McFarland is running in "Leroy", his savage C5 Corvette! The naturally aspirated version of the Bald Eagle camshaft is a great choice for engines running cathedral-port cylinder heads and not running a supercharger. It will have a little bit more chop at idle vs. the boosted version of the Bald Eagle cam. It comes with a large dose of 'murica and full of bald eagles! It is an easy camshaft to tune and has a nice lope at idle. Automatic-equipped vehicles will require a minimum of a 2,800 RPM stall speed torque converter. This cam can easily be daily driven with zero issues once tuned properly. The Bald Eagle cam can be run with either the PAC Racing 1219 single beehive valve springs or our TSP dual spring kit that includes PAC Racing polished dual valve springs, titanium retainers, spring seats, and valve seals.
Engines best suited for: 5.7, 6.0
Desired Compression ratio for cam: 10.1:1 +
Recommended Springs Required: Pac 1219 or TSP Dual .660 Valvesprings
Aftermarket Stall Converter Required: Yes, 2800+
Upgraded Rear Gear Required: No, but a minimum of a 3.23 is recommended for maximum performance
Operating RPM Range: 2000-6600
Estimated Power Increase: 50-55+
Drivability: Great daily driver cam once properly tuned
TSP Torquer V2 Cam Specs: 232/234.600"/.600" 112 LSA
The Torquer V2 camshaft is a very popular camshaft for customers wanting a big power camshaft that makes big power gains while still having the option of running a beehive valve spring. Dyno testing has shown the Torquer V2 camshaft to make a solid 50-55 RWHP gains! With the Torquer V2 camshaft, we typically recommend the customer have at least a 3200 RPM stall speed torque converter for automatic cars. Tuning will also be required in both automatic & manual applications.
Engines best suited for: 5.7, 6.0
Desired Compression ratio for cam: 10.5:1+
Recommended Springs Required: Pac 1219 or TSP Double .660 Valve Springs
Aftermarket Stall Converter Required: Yes, 3200+
Upgraded Rear Gear Required: Yes, 3.23+
Operating RPM Range: 2000-7000
Estimated Power Increase: 50-55
Fit Stock Untouched Heads: Yes, No Piston to Valve Clearance issues, but measuring is always recommended for any cam installation.
Drivability: Manuals might have slight bucking/surging but can still be daily driven once a proper tune is in place. Automatics with a good stall converter will handle the cam no problem with proper tuning.
TSP Cathedral Heads Stage 3 ( Torquer v4) Cam Specs: 231/234 .629"/.615" 111 LSA
The Stage 3 (Torquer v4) camshaft features a more aggressive intake lobe that requires a good double valve spring kit. For customers looking for a quality double valve spring kit, we recommend the PAC .660" double spring kits. The new more aggressive intake lobes & small changes to the camshaft design has allowed us to create more peak power while bringing power in earlier than the Torquer V2. With the Stage 3 camshaft we typically recommend the customer have at least a 3200-rpm stall converter for automatic cars. Tuning will also be required in both automatic & manual applications.
Engines best suited for: Cathedral Heads - LS1, LS2, & LS6
Desired Compression ratio for cam: 10.5:1+
Recommended Springs Required: TSP/PAC Double .660 Valve Springs
Aftermarket Stall Converter Required: Yes, 3200+
Upgraded Rear Gear Required: 3.23 Minimum, 3.42+ is more optimal for maximum performance
Operating RPM Range: 2200-7000
Estimated Power Increase: 55-60+
Fit Stock Untouched Heads: Yes, No Piston to Valve Clearance issues, but measuring is always recommended for any cam installation.
Drivability: Manuals might have slight bucking/surging but can still be daily driven once a proper tune is in place. Automatics with a good stall converter will handle the cam no problem with proper tuning.
TSP B.F.D. "Chop Monster" 6.0L Cathedral Cam Specs: 233/240 .629/.600 108 LSA 106 ICL
As seen from Zac Mertens “The Chop King” from Hoonigan, the “BFD” cam is engineered to give your naturally aspirated LS the MOST SAVAGE CHOP humanly possible while delivering big power throughout the curve, designed to spec with Hoonigan’s Chop King - Zac Mertens. Ground on a 108 LSA, this cam has enough chop and grunt to register readings on the Richter scale! Our BFD Line of camshafts is the nastiest sounding cam you can stuff into your 5.3, 5.7, 6.0, 6.2, LS7, or Big Inch Stroker LS.
Engines best suited for: 5.7, 6.0
Desired Compression ratio for cam: 10.5:1+
Recommended Springs Required: TSP Dual .660 Valve springs
Aftermarket Stall Converter Required: Yes, 3600+
Upgraded Rear Gear Required: 3.42 at the minimum
Operating RPM Range: 2300-7000
Estimated Power Increase: 65+ HP
Fit Stock Untouched Heads: Yes, No Piston to Valve Clearance issues, but measuring is always recommended for any cam installation.
Drivability: Can be daily driven with good tuning down low and a proper sized torque converter to be daily-able in automatics. Manuals will need more thorough tuning. Mostly recommended for a weekend warrior cam on stock cubic inch applications.
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Refund Policy
RETURNS PORTAL
Return & Exchange Policy: In Stock Items
If you are not 100% satisfied with your purchase, you can either return your order for a refund or exchange it for something else, for up to 60 days from the delivery/pickup date. Following are the specific time periods of our return and exchange policy:
- Up to 30 days from the delivery/pickup date a minimum of 5% restocking fee or exchange / store credit
- Between 31-60 days from the delivery/pickup date Full refund or exchange less a minimum of 10% restocking fee
Return & Exchange Policy: Drop Ship Items / Garage Sale Items
Drop Ship Items and Garage Sale Items are not eligible for return.
Items Not Eligible For Returns:
*Open-box, electrical, software based, & special-order/custom-order components are not eligible for returns along with drop ship and garage sale items as stated above.*
Order Cancellations: Special order items are subject to order cancellation fees (2-5%). This includes engines, short blocks, and any items that require machine work. Orders already marked as shipped cannot be cancelled.
Refunds (if applicable)
Once your return arrives at our warehouse, please allow 3-5 business days for proper inspection, processing, and refunds to be issued. Please note; we will release your funds as soon as the return process is completed, but your financial institution can hold funds for 1-5 business days after we release them.
Late or missing refunds (if applicable)
If you haven’t received a refund yet, first check your bank account again.
Then contact your credit card company, it may take some time before your refund is officially posted.
Next contact your bank. There is often some processing time before a refund is posted.
If you’ve done all of this and you still have not received your refund yet, please contact us at amsracing@gmail.com.
Sale items (if applicable)
Only regular priced items may be refunded, unfortunately sale items cannot be refunded.
Exchanges (if applicable)
We only replace items if they are defective or damaged. If you need to exchange it for the same item, call us at 318-222-7889 and send your item to: AMS Racing, 1020 Barksdale Blvd., Bossier City LA 71111, United States.
Warranty
AMS Racing is not responsible for any labor charges associated with a defect, a failure or improperly installed component. The installer will be liable to inspect and review all components before the installation process. If a defect is found, we will work with the manufacturer directly to have it replaced. We offer manufacturer warranty on certain products. Manufacturers will only warranty replace or refund for the product found to be defective. They will not cover any damage or other expense outside of this. A copy of our warranty can be downloaded here.
Shipping
To return your product, you should mail your product to: AMS Racing, 1020 Barksdale Blvd., Bossier City LA 71111, United States
You will be responsible for paying for your own shipping costs for returning your item. Shipping costs are non-refundable. If you receive a refund, the cost of return shipping will be deducted from your refund.
Depending on where you live, the time it may take for your exchanged product to reach you, may vary.
If you are shipping an item over $75, you should consider using a trackable shipping service or purchasing shipping insurance. We don’t guarantee that we will receive your returned item.