Can Our Competitors Compete With Our GEN V Cams?
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- เผยแพร่เมื่อ 9 มี.ค. 2023
- BTR GEN V CAMSHAFTS
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I have a 05 gmc with a 02 5.3 very clean at bild with 60,000 mil . We put the BTR stage 2 cam lifters Roda and springs and I love it . It's may daily and it's crazy. Can't wait to do more.
85 for my Camaro..... was a bunch of stuff (lt4) Love you guys
Hey! I bought a BTR 225 for my L86 Escalade. While searching up videos I keep seeing titles saying, “BTR STAGE 1,2,3” etc. I was trying to determine the “stage” of this 225 cam. Are the staged cams the previous versions? Without finding an answer I can only speculate the 220 is a stage 1, 225 stage 2, 230 stage 3?
So, as an engineer who embraces progress, I love that you harness VVT. I must ask, is there any hope for DoD to be maintained using a modified lifter? Or is it just impossible to get the RPM and stability from them?
We see thicker wall pushrods which are heavier than stock and heavy three piece pushrods perform worse on the Spintron. The valve train is very sensitive to weight. So we could possibly retain AFM, but the cam would make less power and most likely be less durable.
Can’t wait to install my 225 in my Camaro 🔥🔥🔥🔥
Will you disclose overlap on any of these? Even the 220 looks like it might have overlap, which is pretty big for it being the smallest one.
Edit: Love what you all are doing, keep pushing boundaries on this platform!
I guess when a company's focus is on a single engine family you end up with good results
Exactly!
James knows my car pretty good, and I've been running a "small" cam in my LS7 Z06 for several years, 223-235-.624-.604 @120.5, LSA. I could not be happier with the results, while the "big cam" guys are singing the blues about gas mileage and rough running hard to drive cars, I still get 23mpg and it drives like a dream, with plenty of useable HP for the street. I could not be happier, listen to what these two are telling you!
Im guessing texas speed was one of said cam issue...?
I did a road couse 2016 a8 build with ported lt2 95 mm tb. Notched pistons, 13:1 compression with otherwise stock heads, 2" headers, and your 225 cam and it made 550, a little over actually and really good tq too. I left the stock converter and was able to tune out almost all surging but it was a full track car for auto x and road course. That car was so dang good and set several track records. Gpi tuned it and he's of course magic. Local tuners it kinda sucked and i was bummed at first. Id run the 225 again in that setup but would be a manual car next time. I do have a question if you see this. My goal is power and reliability for a road course c7z manual car with stock blower, 95 mm tb, ported snout and no cats, with e50 to e60. What cam would you recommend for that? Ill probably add a low side and hope i can go more ethanol but point is e content will be as high as i can go with cam and low side if needed
I need to try a new tuner. I have a BTR 220 in a 2016 camaro/auto (point was to delete afm) and it surges horribly at idle in drive. I was debating putting a stall converter in it but was assured by the shop that a 220 works perfect on a stock converter, well it doesnt in my case. I actually asked the shop for a quote to go back to the stock spec cam non dod/afm so I can enjoy the car.
I would love to see a LT1 camaro with the 700hp package on 93 octane, using high flow cats and a CAI, I wonder what the WHP would be.
600 to the wheel NA doesn’t get any cooler than that at this point. That’s awesome
An Lt1 hiram car with CID heads and just the compression bump the CID's provide, no flycutting wanted, spinning to 7600-7800 tops. Will the 230's cam still perform optimally or would you suggest the 220/225?
I would suggest the 230, but you will need to fly cut, which is EASY! So don't be afraid of fly cutting!!
@@briantooleyracing3554 can you please make a video explaining what that is? This youtube channel is gold.
Have now tuned 3 LT1 cars with the latest Gen V cams from BTR and every one has performed exactly as advertised in terms of power gains. My favorite is the 225.
Great to hear! Let us know if there's anything you feel we could do better or if you ever have any issues.
@@briantooleyracing3554 One thing I'd love to know more about is the design of the HPFP lobes. We tune cars from many makes and one thing that always concerns me is HPFP performance at engine speeds substantially elevated over stock. I haven't taken any LT1/LT4 past 7400 rpm yet.
I dunno who mixes the audio for the channel but the intro is maxed out and then the videos are either super low or blowing past what the board can handle causing blow out static.
Im interested in the content and am a BTR fan but balance the audio out please....
How’s the valve train stability and long term endurance of the stock valve seats with this cam? I’m seeing more and more dropped valve seat failures on cammed LT1s with stock heads, and I’m deterring more and more customers from camming without aftermarket heads with upgraded valve seats.
We know exactly why this is happening, and it's certainly not the fault of the stock cylinder heads!
Watch this:
th-cam.com/video/7O0KiQlU3OM/w-d-xo.html
@@briantooleyracing3554 well, valvetrain instability and bounce are absolute killers, but I’m not seeing this near as often as LT stock heads. The common denominator im seeing is stock heads, cammed LTs. LS heads seem much more resilient to this, at least from my anecdotal experience of tuning 100s of LS and LTs
Sooo, when you say "stock bottom end", are you saying it is as GM assembled it? stock rod bolts,on the PM rods, and factory ring gap, and stock variable flow oil pump will take 1000's of 7800rpm dyno runs? Making sure there wasn't any snake oil here, and trying to keep things clear and understood.. If so I will be calling this week to get my parts ordered.
Yes, completely stock, other than eventually fly-cutting the intake side of the pistons.
I'm looking at a stage 3 cam from GPI Gwatney performance. What do you guys have in comparison? I want a big chop!!! I drive it on the weekends and get on it when I'm on the freeway and see anyone that wants the smoke!! 😂
Stick with GPI
Do you have to degree a VVT cam?
No sir, it's not required since you can retard the cam however much you want with the VVT. However we provide the VVT retard curve with our cams.
really stuck between 220 and 225 for a Lt1 with a lt2 manifold, 95tb, longtubes and mild head porting.
The 220 is super, it just sounds small based on intake duration. Although if you upgrade the heads long term the 225 will be better.
I had your same build and went 225 on stock converter. If manual no question I'd do the 225 if auto I'd only do 225 if you're okay with some slight surging here and there or willing to do a converter. Mine was a road course setup so surging wasn't an issue but still tuned most of it out by adjusting idle timing, idle speed and even air to fuel at idle. I loved the 225.
@.050 duration gives a more accurate comparison when picking cams. When comparing Advertised duration numbers, they can be misleading!
But .050" numbers are at the lifter, not at the valves. So .050" duration numbers can be misleading when comparing cam "sizes" by duration in 1.7 and 1.8 rocker applications since the duration delivered to the valves is different between 1.7 and 1.8 rocker ratio applications.
@@briantooleyracing3554 So your saying people thinking 1.7 numbers like for Ls and not taking in consideration Lt are 1.8 therefore thinking the cam is smaller?
@Racing The Machine correct, they don't realize a 220 cam for an LS is like a 222 to 223 cam in a LT.
It's funny how 'Company T' would never blame their .046 of closing bounce for knocking valve seats out of LT-1 Heads, but rather blame GM for weak GenV castings.....
I truly believe bounce from the unspoken companies camshaft cost us an engine. 😡
Very, very possible! Dropped seats, dropped valves and failed lifters are all symptoms of closing valve bounce.
Not impressed with the BTR recommendation for a cam with 18* of overlap on a daily driver. Of course, they asked zero application questions.
Sounds like an unusual situation as our Sales Engineers generally do a good job of asking questions and making solid recommendations. Did you request a power goal? What's the application?
Background noise sucked