Products

• Stainless Steel Tubing
• Stainless Band Clamps
• 3" Mandrel Bent Exhaust Tubing
• 1-7/8" Header Primaries
• 3" TSP Mufflers
• Plug & Play O2 Extensions
• Exhaust Gaskets
• Catted Long Tube Header System
• Axle-Back Exhaust

*Due to the weight and size of the system, our website is not able to accurately calculate shipping costs. Please give us a call for an accurate shipping quote. This system will ship in a total of three boxes.

*Custom tuning will be required to turn off the rear O2 sensors. The system does not have fittings for the rear O2 sensors since the PCM will still throw a "service engine soon" light with the cats moved so much further back vs. the factory location.

*Remove the lower brace for proper fit.

*Additional Modifications Required for Convertibles

*Does not fit Camaro ZL1

Racing Use Only, Not Legal for Road Use

Texas Speed & Performance is proud to introduce our 1-7/8" long tube headers and y-pipe package to our exhaust line-up for the 2014+ Chevrolet and GMC 5.3L vehicles. These headers are built of quality 304 stainless steel with full mandrel bends for long-term durability and maximum flow. Our full long tube design allows for excellent horsepower and torque gains throughout the RPM band! It is a must for those looking to wake up their direct injection GM truck, whether it be for more pulling power or reduced 1/4-mile ET's. They are paired up to your choice of our 3-inch 304 stainless steel off-road or catted y-pipe with high-flow catalytic converters.

Off-road Use Only, Not Legal for Road Use

TSP Gen 5 L83 5.3L (Version 2) Stage 1 Camshaft:

212/224 .610"/.610" 112 LSA, 108ICL w/ 10% Fuel Lobe

The Texas Speed & Performance L83V2-Stg1 camshaft is our newest version of our already popular L83 camshaft lineup. We were able to redesign the lobes for less lift and more power than our previous version. Not only will the new version be easier on the valve springs but the valvetrain noise will be much quieter too! This camshaft is a great choice for the enthusiast looking for an additional bump in horsepower without sacrificing any drivability. Factory torque converter friendly! It does not retain the factory AFM/DOD functionality that deactivates cylinders, so a DOD/AFM delete kit will be needed.

• Engines best suited for: Gen V 5.3L L83

• Desired Compression ratio for cam: Stock

• Recommended Springs Required: TSP dual .660 spring kit

• Aftermarket Stall Converter Required: No. Factory converter friendly!

• Upgraded Rear Gear Required: No

• Operating RPM Range: 1500-6200

• Power Increase: Under testing it gained 58hp and 24ft/lbs of torque at the crank 

• Drivability: Great drivability with a mild lope.
• Phaser Lockout Required: Yes
  

Dyno Motor Test Specs: Stock L83 5.3 with dyno headers and cold air intake. Full TSP L83V2 Stg 1 cam package and DOD delete. Phaser locked

TSP Gen 5 L83 5.3L (Version 2) Stage 2 Camshaft:

218/230 .610"/.610" 113 LSA, 109ICL w/ 10% Fuel Lobe

The Texas Speed & Performance L83V2-Stg2 camshaft is our newest version of our already popular L83 camshaft lineup. We were able to redesign the lobes for less lift and more power than our previous version. Not only will the new version be easier on the valve springs, but the valvetrain noise will also be much quieter. This camshaft is a great choice for enthusiasts seeking a significant horsepower increase, good drivability, and noticeable throttle response. Due to the nature of this cam it will require an aftermarket torque converter. It does not retain the factory AFM/DOD functionality that deactivates cylinders, so a DOD/AFM delete kit will be needed.

• Engines best suited for: Gen V 5.3L L83

• Desired Compression ratio for cam: Stock

• Recommended Springs Required: TSP dual .660 spring kit

• Aftermarket Stall Converter Required: 2600-2800 stall recommended

• Upgraded Rear Gear Required: No

• Operating RPM Range: 1600-6400

• Power Increase: Under testing it gained 69hp and 24ft/lbs of torque at the crank 

• Drivability: Good drivability with a decent chop at idle!
• Phaser Lockout Required: Yes
  

Dyno Motor Test Specs: Stock L83 5.3 with dyno headers and cold air intake. Full TSP L83V2 Stg 2 cam package and DOD delete. Phaser locked out.

**80+ FWHP Gains; 601 HP/518 TQ on engine dyno**

Cam Specs: 231/235, .645"/.635", 116 LSA

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-2 camshaft is a great choice for the enthusiast looking for an additional jump in horsepower.y. It will have a nice 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.

We do recommend the +32% fuel lobe for any power-adder applications.  The +32% fuel lobe will require the use of a lash cap, so please make sure that you install one during the camshaft installation!  You can select the optional lash cap in the drop down menu.  WE DO NOT CHARGE EXTRA FOR 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!

Cam Specs: 223/227, .635"/.635", 116 LSA

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-SV camshaft is a great choice for the enthusiast looking for an additional jump in horsepower without sacrificing hardly any driveability. It will have a slight lope at idle but nothing too aggressive.  This is the perfect camshaft for those wanting to retain the stock torque converter in their automatic-equipped LT1. 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.

We do recommend the +32% fuel lobe for any power-adder applications.  The +32% fuel lobe will require the use of a lash cap, so please make sure that you install one during the camshaft installation!  You can select the optional lash cap in the drop down menu.  WE DO NOT CHARGE EXTRA FOR 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 3" High Flow Y-Pipe For Texas Speed Headers

Texas Speed 3" Catted Y-Pipe Now Comes Standard in Stainless Steel!

• 3" Mandrel Bends
• Stainless Steel Tubing
• (6) 3" Clamps, Including 2 band clamps for a better seal between collector and y-pipe
• High Flow Bullet-Style Cats

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