Products

The 224/228 camshafts use lobes that are designed to be both beehive & double valve spring friendly.

The 224/228 camshaft is available in a wide variety of lobe separations. The most popular options customers select is either the 112LSA or the wider 114LSA. The 112LSA helps to bring the camshafts powerband lower in the rpm band. The lower LSA also creates a slightly rougher idle. Boost applications typically stay at 114LSA or wider with this camshaft.

The 224/228 camshaft is a popular option for guys wanting more exhaust duration in combination with the 224 intake lobe. This camshaft is very popular for guys running very streetable boost engines. It has awesome drivability while making a solid 40+ rear wheel horsepower gains in N/A applications & even more in boost applications!

The 228/232 camshafts use lobes that are designed to be both beehive & double valve spring friendly.

The 228/232 camshaft is available in a wide variety of lobe separations. The most popular options customers select is either the 112 LSA or the wider 114 LSA.  The 112 LSA helps to bring the camshafts powerband lower in the rpm band.  The lower LSA also creates a slightly rougher idle.

 

The 228/232 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 228/232 camshaft to make a solid 50-55 RWHP gains with all other supporting bolt-on modifications in place.  The 228/232 camshaft is large enough that we recommend a minimum 2,800 RPM stall converter in automatic cars.  Tuning will also be required in both automatic & manual applications.

2014+ Y-pipe with catylitc converters for 6.2

Off-road only Y-pipe for 2014+ 

Off-road Use Only, Not Legal for Road Use

Texas Speed & Performance now builds our famous Rumbler X true dual exhaust system in 304 stainless steel! It features the same excellent quality, performance, and sound but in stainless steel instead of aluminized mild steel. The Rumbler X Exhaust System Offers The Best Sound & Performance For Your Late Model LS1 F-Body!

The Texas Speed True Dual Exhaust System Has the Following Features:

• 3" Mandrel Bends
• 304 Stainless Steel
• 3" Band Clamps(Includes 7)
• Dual Bullet Mufflers with Turn-Downs Before the Rear Axles

This exhaust system is not recommended for use with body-mount torque arms!

**Please be aware that this is a 3-inch dual exhaust system that is re-routing the factory exhaust system to a different location under the car. The 1998-02 LS1 f-body cars came from the factory with a cat-back exhaust system that exited under the rear bumper. Since this exhaust system does not exit under the rear bumper, it is normal to have an aggressive sound in the car.

The all new TSP .660" Gen 5 2014+ LT4 .660" spring kit featuring PAC valve springs is the newest offering in valve spring technology offering the latest processes and material for maximum spring life.  PAC Racing is a leader in valve spring technology, so it was only natural to team up with the best in the valve spring industry for our latest offering in a valve spring kit!  We have developed a .660" dual spring kit with the help of PAC Racing that still offers excellent valvetrain control, even for the more aggressive hydraulic roller camshafts.  These valve springs will offer excellent durability and stability and will work well with factory-style lifters.  PAC uses a proprietary process called nano-peening that increases the residual stress of the wire, meaning that it compresses the molecules together very tight to help the molecular bond hold better.  This greatly reduces the chances of spring fatigue and failure.

Kit includes: PRC Integrated Spring Seats & Valve Seals, Dual Springs, and Titanium Retainers (utilizes GM factory valve stem locks, not included)


Specs:

Install Height:   1.810"
Closed Spring Pressure: 160 lb. @ 1.810" Installed Height
Open Spring Pressure:  415 lb. @ .660" lift
Maximum Spring Lift: .660"
Coil Bind 1.015"

The all new TSP Gen 5 LT1/L83/L86 .660" spring kit featuring PAC valve springs and PRC integrated seat/seal is the newest offering in valve spring technology offering the latest processes and material for maximum spring life.  PAC Racing is a leader in valve spring technology, so it was only natural to team up with the best in the valve spring industry for our latest offering in a valve spring kit!  The dual valve springs used in this kit feature a proprietary spring that was developed specifically for the Gen 5 6.2L LT1 engine that requires a taller installed height than the typical LS engine.  These are NOT the same springs used in our LS dual valve spring kits, but they do use the same technology and polishing technique that is exclusive to PAC Racing valve springs!  We have developed a .660" dual spring kit with the help of PAC Racing that still offers excellent valvetrain control, even for the more aggressive hydraulic roller camshafts.  These valve springs will offer excellent durability and stability and will work well with factory-style lifters.  PAC uses a proprietary process called nano-peening that increases the residual stress of the wire, meaning that it compresses the molecules together very tight to help the molecular bond hold better.  This greatly reduces the chances of spring fatigue and failure.  Our kit also includes the patent-pending Precision Race Components integrated valve seat and seal that makes for a very easy installation without any possibility of mis-installation or tearing of the valve seal!

Kit includes: PRC Integrated Spring Seats & Valve Seals, PAC Racing Gen 5 LT1-Specific Polished Dual Valve Springs, and Titanium Retainers (utilizes GM factory valve stem locks, not included)


Specs:

Install Height:   1.900"
Closed Spring Pressure: 160 lb. @ 1.900" Installed Height
Open Spring Pressure:  406 lb. @ .650" lift, 425 lb. @ .700" lift
Recommended Maximum Spring Lift: .660"
Coil Bind 1.09"

TSP LS1/LS2 Stage 1 Turbo Cam Specs: 220/226 .600/.600 114 LSA 112 ICL

The TSP Stage 1 Turbo Cam is intended for 4,8, 5.3, 5.7, and 6.0 using single or twin-turbos. This camshaft will work in stock turbo’d applications or a wild built forged motor! Our stage 1 Turbo cam is great for a stock like driving experience in turbo’d applications but with way more power over the stock cam! Our TSP double valve springs are recommended for this cam and turbo applications for extra reliability and safety, as well as our chromoly hardened pushrods.

• Engines best suited for: 4.8, 5.3, 5.7, 6.0
• Desired Compression ratio for cam: 9.5:1 – 10:.5:1
• Recommended Springs Required: Pac 1219 or TSP .660 Double Valve Spring
• Aftermarket Stall Converter Required: Yes
• Recommended Stall Converter If Required: Yes, 2800+
• Upgraded Rear Gear Required: No, but Automatics should be at least a 3.23
• Operating RPM Range: 2000-6600
• Estimated Power Increase: 45+
• Fit Stock Untouched Heads: Yes, No Piston to Valve Clearance issues, but measuring is always recommended for any cam installation.
• Drivability: Very good, will drive like stock with some slight lope at idle.

For more information and help regarding camshaft selection, give us a call at 512-863-0900 and speak with one of our knowledgeable sales reps to discuss your camshaft needs!

TSP LS1/LS2 Stage 2 Turbo Cam Specs: 224/230 .600/.600 113+3 LSA

The TSP Stage 2 Turbo Cam is intended for 4,8, 5.3, 5.7, and 6.0 using single or twin-turbos. This camshaft will work in stock turbo’d applications or a wild built forged motor! Our Stage 2 Turbo cam will have a more noticeable lope than our stage 1. Our TSP double valve springs are recommended for this cam and turbo applications for extra reliability and safety, as well as our chromoly hardened pushrods.

 

• Engines best suited for: 4.8, 5.3, 5.7, 6.0

• Desired Compression ratio for cam: 9.5:1 – 10:.5:1

• Recommended Springs Required: Pac 1219 or TSP .660 Double Valve Spring

• Aftermarket Stall Converter Required: Yes, 2800+

• Upgraded Rear Gear Required: No, but Automatics should be at least a 3.23

• Operating RPM Range: 2000-6600

• Estimated Power Increase: 45+

• Drivability: Very good, will drive like stock with some slight lope at idle.

 

For more information and help regarding camshaft selection, give us a call at 512-863-0900 and speak with one of our knowledgeable sales reps to discuss your camshaft needs!

 

TSP LS1/LS2 Stage 3 Turbo Cam Specs: 228/234 .620/.600 115+3 LSA

The TSP Stage 3 Turbo Cam is intended for 4,8, 5.3, 5.7, and 6.0 using single or twin-turbos. This camshaft will work in stock turbo’d applications or a wild built forged motor! Our Stage 3 Turbo cam will be sure to get every ounce of power possible out of your boosted setup. Our TSP double valve springs are recommended for this cam and turbo applications for extra reliability and safety, as well as our chromoly hardened pushrods.

 

• Engines best suited for: 4.8, 5.3, 5.7, 6.0'

• Desired Compression ratio for cam: 9.5:1 – 10:.5:1

• Recommended Springs Required: Pac 1219 or TSP .660 Double Valve Spring

• Aftermarket Stall Converter Required: Yes, 2800+

• Upgraded Rear Gear Required: No, but Automatics should be at least a 3.23

• Operating RPM Range: 2000-6600

• Estimated Power Increase: 50+ 

• Drivability: Will drive like stock but with some decent lope at idle.

 

For more information and help regarding camshaft selection, give us a call at 512-863-0900 and speak with one of our knowledgeable sales reps to discuss your camshaft needs!

The all new polished TSP .660" spring kit featuring PAC valve springs is the newest offering in valve spring technology offering the latest processes and material for maximum spring life.  PAC Racing is a leader in valve spring technology, so it was only natural to team up with the best in the valve spring industry for our latest offering in a valve spring kit!  We have developed a .660" dual spring kit with the help of PAC Racing that still offers excellent valvetrain control, even for the more aggressive hydraulic roller camshafts.  These valve springs will offer excellent durability and stability and will work well with factory-style lifters.  PAC polishes the valve springs, which helps to increase the overall life of the springs.  This greatly reduces the chances of spring fatigue and failure.  PAC's polishing process is completed without losing any pressure in the valve springs, so you maintain all of the capabilities of the non-polished version.

Kit includes: Spring Seats, Valve Seals, polished Dual Springs, and Titanium Retainers (utilizes GM factory valve stem locks, not included); This kit will NOT use the TSP integrated seat and seal.  The seat and seal will be separate.


Specs:

Install Height:   1.810"
Closed Spring Pressure: 160 lb. @ 1.810" Installed Height
Open Spring Pressure:  415 lb. @ .660" lift
Maximum Spring Lift: .660"
Coil Bind 1.015"

TSP 6.2L LT1 "EL-C7" V2 Camshaft

231/245, .645"/.631", 112 LSA, 109 ICL w/ +32% Fuel Lobe

The Texas Speed & Performance LT1 "El-C7" V2 camshaft is a great choice for the enthusiast looking for a  maximum effort camshaft for their gen 5 LT1. It will have a gnarly lope at idle and will require a higher stall speed torque converter for automatics. It does not retain the factory AFM/DOD functionality that deactivates cylinders, so a DOD/AFM delete kit will be needed. We recommend that the VVT be locked out by means of a phaser lockout kit for all of our TSP LT camshafts.

All LT V2 camshafts will come standard with our +32% fuel lobe. The +32% fuel lobe will require the use of a lash cap, so please make sure that you install one during the camshaft installation! (Do not use lash cap with LT4 fuel pump) 

 

• Engines best suited for: LT1 6.2L

• Desired Compression ratio for cam: Stock

• Recommended Springs Required: Manton conical valve springs or TSP dual .660 spring kit

• Aftermarket Stall Converter Required: 3200+ RPM stall recommended

• Upgraded Rear Gear Required: No

• Operating RPM Range: 3000-7000

• Power Increase: 107hp and 11ft/lbs (Gains) 598HP/516TQ (Total)

• Drivability: Not recommended for a daily driver but it can be done with adequate tuning. More of a weekend warrior street/strip cam.
• Phaser Lockout Required: Yes

TSP 6.2L LT1 "EL-C7" V2 Camshaft

Stage 3 LT1 Cam

231/245, .645"/.631", 112 LSA, 109 ICL w/ +32% Fuel Lobe

The Texas Speed & Performance LT1 "El-C7" V2 camshaft is a great choice for the enthusiast looking for a  maximum effort camshaft for their gen 5 LT1. It will have a gnarly lope at idle and will require a higher stall speed torque converter for automatics. It does not retain the factory AFM/DOD functionality that deactivates cylinders, so a DOD/AFM delete kit will be needed. We recommend that the VVT be locked out by means of a phaser lockout kit for all of our TSP LT camshafts.

All LT V2 camshafts will come standard with our +32% fuel lobe. The +32% fuel lobe will require the use of a lash cap, so please make sure that you install one during the camshaft installation! (Do not use lash cap with LT4 fuel pump) 

 

• Engines best suited for: LT1 6.2L

• Desired Compression ratio for cam: Stock

• Recommended Springs Required: Manton conical valve springs or TSP dual .660 spring kit

• Aftermarket Stall Converter Required: 3200+ RPM stall recommended

• Upgraded Rear Gear Required: No

• Operating RPM Range: 3000-7000

• Power Increase: 107hp and 11ft/lbs (Gains) 598HP/516TQ (Total)

• Drivability: Not recommended for a daily driver but it can be done with adequate tuning. More of a weekend warrior street/strip cam.
• Phaser Lockout Required: Yes

 

The gen 5 LT1 engine utilizes Variable Valve Timing (VVT) controlled via a cam phaser. A cam phaser is a computer-controlled cam gear that automatically optimizes camshaft timing based on the current engine RPM. While this technology provides tremendous efficiency benefits, it presents a challenge when designing performance cams due to the wide range of valve timing movement and constantly changing piston-to-valve clearance. With the help of Texas Speed's Superflow 902 engine dyno, we are able to custom-design camshafts and phaser tuning tables to allow our gen 5 LT1 customers the ability to purchase the ultimate in LT1 performance camshafts! Thanks to the Superflow 902 dyno, Texas Speed is the only company that currently offers a VVT camshaft with a phaser table included to properly tune the camshaft phaser once it's installed in your 2014+ Corvette!

The Texas Speed & Performance LT1 VVT-3 camshaft is a great choice for the enthusiast looking for maximum horsepower from their gen 5 LT1. It will have a lope at idle and will require a higher stall speed torque converter for automatics. It does not retain the factory AFM/DOD functionality that deactivates cylinders, so a DOD/AFM delete kit will be needed. It does however retain the variable valve timing (VVT) system that allows the engine to advance and retard the cam while the engine is running, so a phaser limiter kit will also be needed. This provides a much better power curve since the engine can advance the cam in the lower RPM's for better torque and retard the cam in the upper RPM's for better horsepower. VVT can also be locked out by means of a phaser lockout kit. We do recommend using our TSP .660" dual spring kit with PAC springs & titanium retainers and TSP hardened chromoly pushrods with this camshaft.

Each gen 5 LT1 camshaft Texas Speed offers will require the use of a phaser limiter kit. The phaser limiter restricts the range of cam timing movement. This modification provides the necessary valve clearance for serious performance camshafts with tighter lobe separations while still utilizing the benefits of the VVT technology.

This camshaft will come standard with our +32% fuel lobe.

All of our TSP LT1 camshafts were designed on our SuperFlow 902 engine dyno using an otherwise stock 6.2L LT1 engine. We design and test many different camshafts before selecting the camshafts that we offer to our customers. This provides us with a distinct advantage of offering the best power curve possible without sacrificing overall performance, as well as knowing that what we offer is also safe and will not have any piston-to-valve clearance issues. We test our products before we sell them, so you KNOW that you are purchasing a camshaft that is proven!

Texas Speed 212/218 .600/.600 Camshaft With Your Choice of Lobe Separation

This cam gained 62.2 HP and 29.1 TQ at the flywheel on our in-house SuperFlow 902 engine dyno using an otherwise stock 5.3L engine!

These use lobes that are designed to be both beehive & double valve spring friendly.

1200-5800 RPM Power Band; This is an excellent performance camshaft with a smooth idle!  We've had tons of customers select this camshaft when looking for a cam that drives almost stock, and can be practically hidden with some exhaust systems!  If you're looking for a small, stealth camshaft, the 212/218 is a great option to consider.  It is ideal for 4.8L and 5.3L trucks that want to keep their factory torque converter.

Texas Speed Stage 3 High Lift 216/220, .600"/.600", Camshaft With Your Choice of Lobe Separation

This cam gained 67.1 HP and 26.8 TQ at the flywheel on our in-house SuperFlow 902 engine dyno using an otherwise stock 5.3L engine!

This cam uses proprietary TSP lobe profiles that are designed to work with any single or dual valve spring kit that is rated to support at least .600" valve lift.  These lobes were designed with maximum valvetrain stability and longevity in mind while keeping the valvetrain as quiet as possible.

1400-6000 RPM Power Band; This is an excellent performance camshaft with a slight lope at idle!  We've had tons of customers select this camshaft when looking for a cam that drives well and can be daily driven without any issues!

Texas Speed Low Lift 216/220, .550/.550 Camshaft With Your Choice of Lobe Separation

This cam gained 53.4 HP and 22.0 TQ at the flywheel on our in-house SuperFlow 902 engine dyno using an otherwise stock 5.3L engine!

This cam uses proprietary TSP lobe profiles that are designed to utilize the factory GM LS6 single beehive valve springs and your factory pushrods, making them the most affordable cam package on the market!

1400-6000 RPM Power Band; This is an excellent performance camshaft with a slight lope at idle!  We've had tons of customers select this camshaft when looking for a cam that drives well and can be daily driven without any issues! 

Our new and improved LS7 Stage 3.2 camshaft has taken what was already a proven camshaft and made it even better!  With our countless hours of testing on our SuperFlow 902 engine dyno, we were able to revise all of our LS7 camshafts for better power everywhere in the RPM band!  All camshafts were designed using a factory GM 7.0L LS7 engine with no other internal changes.

This camshaft features custom-ground lobes specifically designed for the LS7! These lobes not only make excellent power throughout the entire RPM band, but they are also much more stable.  So, this equates to a quieter and longer lasting valvetrain compared to most other comparable camshafts on the market.  Like all TSP camshafts, they are 100% developed, ground, and polished in-house using our state-of-the-art Landis CNC camshaft grinders!

2800 - 6900 RPM Power Band; This is an excellent performance camshaft with an aggressive idle!  Custom tuning will be required for this camshaft.  It will have a lopey idle and will pull hard through the mid and upper RPM band.

Texas Speed 223/226 .600/.600, 111 LSA Camshaft

These use lobes that are designed to be both beehive & double valve spring friendly.

1500-6200 RPM Power Band; This is an excellent performance camshaft with a slightly lopey idle.  We've had tons of customers select this camshaft when looking for a cam that drives well with an aftermarket torque converter (3000+ recommended) and computer tuning! It's a great choice for those looking for excellent power from their 5.3L engine, as well as a nice sound.