Developed in-house using BTR-designed lobes, extensive in-house Spintron testing, and thorough vetting on its Superflow Engine Dynamometer, the new Gen V 230 LT camshaft from Brian Tooley Racing is the latest offering in the company’s LT line up.
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As this camshaft it intended for use as a MAX EFFORT VVT cam, in combination with aftermarket milled and ported cylinder heads, while using an aftermarket throttle body and intake manifold such as our Trinity series intake, it is not for the weak of heart—Brutal mid-range and top-end power are this camshaft's shining attributes.
BTR has seen power figures north of 730 hp on its engine dyno in an SBE application when used in conjunction with BTR valve train components. The Gen V 230 cam uses BTR’s dual .660-inch-lift platinum or Gen V conical spring package, as well as hardened pushrods in all LT1 applications.
This cam requires fly-cutting the OEM pistons, but the extra labor is key to obtaining maximum performance from this combination. Best results are achieved when using a 5-inch cold air intake tube set up, and utilizing VVT control with a proper ECM calibration will allow you to really take advantage of the grind’s design.
With an aggressive cam like this, a higher-than-stock stall converter and lower gearing (when applicable) is recommended, along with an E85-compatible fuel system.
www.briantooleyracing.com
As this camshaft it intended for use as a MAX EFFORT VVT cam, in combination with aftermarket milled and ported cylinder heads, while using an aftermarket throttle body and intake manifold such as our Trinity series intake, it is not for the weak of heart—Brutal mid-range and top-end power are this camshaft's shining attributes.
BTR has seen power figures north of 730 hp on its engine dyno in an SBE application when used in conjunction with BTR valve train components. The Gen V 230 cam uses BTR’s dual .660-inch-lift platinum or Gen V conical spring package, as well as hardened pushrods in all LT1 applications.
This cam requires fly-cutting the OEM pistons, but the extra labor is key to obtaining maximum performance from this combination. Best results are achieved when using a 5-inch cold air intake tube set up, and utilizing VVT control with a proper ECM calibration will allow you to really take advantage of the grind’s design.
With an aggressive cam like this, a higher-than-stock stall converter and lower gearing (when applicable) is recommended, along with an E85-compatible fuel system.
www.briantooleyracing.com