{"product_id":"texas-speed-stage-2-lt1-lt4-3-bolt-camshaft-no-vvt-tsp-lt1v2-3b-stg2","title":"Texas Speed Stage 2 LT1\/LT4 3-Bolt Camshaft, No VVT — Gen V 6.2L LT1, LT4 \u0026 L86, VVT Delete | TSP-LT1V2-3B-Stg2","description":"\u003cp\u003eThe Texas Speed Stage 2 LT1\/LT4 3-Bolt Camshaft, No VVT is the street performance grind in the Texas Speed 3-bolt LT lineup for Gen V 6.2L LT1, LT4 and L86 engines that have had the factory variable valve timing removed. The 3-bolt core and TSP timing gear eliminate the phaser limiter and timing guesswork, and the cam delivers a lopey idle for street\/strip or track use.\u003c\/p\u003e\u003cp\u003eThe cam measures 227\/242 duration at .050\", .646\"\/.631\" lift, 112 LSA and 109.5 ICL with a +32 percent fuel lobe. It is compatible with factory-style pistons, and Texas Speed developed and validated it on its SuperFlow 902 engine dyno for piston-to-valve clearance. AFM\/DOD is not supported, so a delete kit is required, and automatics need a higher stall torque converter. Texas Speed requires its .660\" dual spring kit with PAC springs and titanium retainers and TSP chromoly pushrods. A custom tune is required after installation.\u003c\/p\u003e\u003ch3\u003eSpecifications\u003c\/h3\u003e\u003cul\u003e\n\u003cli\u003eDuration at .050\": 227\/242\u003c\/li\u003e\n\u003cli\u003eValve lift: .646\"\/.631\"\u003c\/li\u003e\n\u003cli\u003eLobe separation angle: 112 degrees\u003c\/li\u003e\n\u003cli\u003eIntake centerline: 109.5 degrees\u003c\/li\u003e\n\u003cli\u003eFuel lobe: +32%\u003c\/li\u003e\n\u003cli\u003eStage: 2\u003c\/li\u003e\n\u003cli\u003eCam core: 3-bolt, VVT delete (no phaser limiter needed)\u003c\/li\u003e\n\u003cli\u003eEngines: Gen V 6.2L LT1, LT4 and L86\u003c\/li\u003e\n\u003cli\u003ePistons: Compatible with factory-style pistons; compression varies with piston and head combination\u003c\/li\u003e\n\u003cli\u003eAFM\/DOD: Not supported, DOD\/AFM delete kit required\u003c\/li\u003e\n\u003cli\u003eRequired valve springs: TSP .660\" dual spring kit with PAC springs and titanium retainers\u003c\/li\u003e\n\u003cli\u003eRequired pushrods: TSP chromoly\u003c\/li\u003e\n\u003cli\u003eAftermarket stall converter: Higher stall required for automatic transmissions\u003c\/li\u003e\n\u003cli\u003eDyno development: SuperFlow 902 engine dyno\u003c\/li\u003e\n\u003cli\u003eVehicle usage: Street performance, mid-range\u003c\/li\u003e\n\u003cli\u003eChop level: Mild chop per Texas Speed attribute; description describes a lopey idle\u003c\/li\u003e\n\u003c\/ul\u003e\u003ch3\u003eVehicle Applications\u003c\/h3\u003e\u003cp\u003eEngine families covered: GM Gen V 6.2L LT1, LT4 and L86 with a 3-bolt camshaft conversion (VVT deleted). Trucks and SUVs listed were also sold with the 5.3L; confirm the vehicle has the 6.2L engine.\u003c\/p\u003e\u003cp\u003e\u003cstrong\u003eChevrolet Camaro\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e2016 Chevrolet Camaro\u003c\/li\u003e\n\u003cli\u003e2017 Chevrolet Camaro\u003c\/li\u003e\n\u003cli\u003e2018 Chevrolet Camaro\u003c\/li\u003e\n\u003cli\u003e2019 Chevrolet Camaro\u003c\/li\u003e\n\u003cli\u003e2020 Chevrolet Camaro\u003c\/li\u003e\n\u003cli\u003e2021 Chevrolet Camaro\u003c\/li\u003e\n\u003cli\u003e2022 Chevrolet Camaro\u003c\/li\u003e\n\u003cli\u003e2023 Chevrolet Camaro\u003c\/li\u003e\n\u003cli\u003e2024 Chevrolet Camaro\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eChevrolet Camaro ZL1\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e2017 Chevrolet Camaro ZL1\u003c\/li\u003e\n\u003cli\u003e2018 Chevrolet Camaro ZL1\u003c\/li\u003e\n\u003cli\u003e2019 Chevrolet Camaro ZL1\u003c\/li\u003e\n\u003cli\u003e2020 Chevrolet Camaro ZL1\u003c\/li\u003e\n\u003cli\u003e2021 Chevrolet Camaro ZL1\u003c\/li\u003e\n\u003cli\u003e2022 Chevrolet Camaro ZL1\u003c\/li\u003e\n\u003cli\u003e2023 Chevrolet Camaro ZL1\u003c\/li\u003e\n\u003cli\u003e2024 Chevrolet Camaro ZL1\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eChevrolet Corvette\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e2014 Chevrolet Corvette\u003c\/li\u003e\n\u003cli\u003e2015 Chevrolet Corvette\u003c\/li\u003e\n\u003cli\u003e2016 Chevrolet Corvette\u003c\/li\u003e\n\u003cli\u003e2017 Chevrolet Corvette\u003c\/li\u003e\n\u003cli\u003e2018 Chevrolet Corvette\u003c\/li\u003e\n\u003cli\u003e2019 Chevrolet Corvette\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eCadillac CT5-V Blackwing\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e2022 Cadillac CT5-V Blackwing\u003c\/li\u003e\n\u003cli\u003e2023 Cadillac CT5-V Blackwing\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eCadillac CTS-V\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e2016 Cadillac CTS-V\u003c\/li\u003e\n\u003cli\u003e2017 Cadillac CTS-V\u003c\/li\u003e\n\u003cli\u003e2018 Cadillac CTS-V\u003c\/li\u003e\n\u003cli\u003e2019 Cadillac CTS-V\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eCadillac Escalade\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e2015 Cadillac Escalade\u003c\/li\u003e\n\u003cli\u003e2016 Cadillac Escalade\u003c\/li\u003e\n\u003cli\u003e2017 Cadillac Escalade\u003c\/li\u003e\n\u003cli\u003e2018 Cadillac Escalade\u003c\/li\u003e\n\u003cli\u003e2019 Cadillac Escalade\u003c\/li\u003e\n\u003cli\u003e2020 Cadillac Escalade\u003c\/li\u003e\n\u003cli\u003e2023 Cadillac Escalade\u003c\/li\u003e\n\u003cli\u003e2024 Cadillac Escalade\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eCadillac Escalade V\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e2023 Cadillac Escalade V\u003c\/li\u003e\n\u003cli\u003e2024 Cadillac Escalade V\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eGMC Sierra 1500\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e2014 GMC Sierra 1500\u003c\/li\u003e\n\u003cli\u003e2015 GMC Sierra 1500\u003c\/li\u003e\n\u003cli\u003e2016 GMC Sierra 1500\u003c\/li\u003e\n\u003cli\u003e2017 GMC Sierra 1500\u003c\/li\u003e\n\u003cli\u003e2018 GMC Sierra 1500\u003c\/li\u003e\n\u003cli\u003e2019 GMC Sierra 1500\u003c\/li\u003e\n\u003cli\u003e2020 GMC Sierra 1500\u003c\/li\u003e\n\u003cli\u003e2021 GMC Sierra 1500\u003c\/li\u003e\n\u003cli\u003e2022 GMC Sierra 1500\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eChevrolet Silverado 1500\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e2014 Chevrolet Silverado 1500\u003c\/li\u003e\n\u003cli\u003e2015 Chevrolet Silverado 1500\u003c\/li\u003e\n\u003cli\u003e2016 Chevrolet Silverado 1500\u003c\/li\u003e\n\u003cli\u003e2017 Chevrolet Silverado 1500\u003c\/li\u003e\n\u003cli\u003e2018 Chevrolet Silverado 1500\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eChevrolet Suburban\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e2015 Chevrolet Suburban\u003c\/li\u003e\n\u003cli\u003e2016 Chevrolet Suburban\u003c\/li\u003e\n\u003cli\u003e2017 Chevrolet Suburban\u003c\/li\u003e\n\u003cli\u003e2018 Chevrolet Suburban\u003c\/li\u003e\n\u003cli\u003e2019 Chevrolet Suburban\u003c\/li\u003e\n\u003cli\u003e2020 Chevrolet Suburban\u003c\/li\u003e\n\u003cli\u003e2021 Chevrolet Suburban\u003c\/li\u003e\n\u003cli\u003e2022 Chevrolet Suburban\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eChevrolet Tahoe\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e2015 Chevrolet Tahoe\u003c\/li\u003e\n\u003cli\u003e2016 Chevrolet Tahoe\u003c\/li\u003e\n\u003cli\u003e2017 Chevrolet Tahoe\u003c\/li\u003e\n\u003cli\u003e2018 Chevrolet Tahoe\u003c\/li\u003e\n\u003cli\u003e2019 Chevrolet Tahoe\u003c\/li\u003e\n\u003cli\u003e2020 Chevrolet Tahoe\u003c\/li\u003e\n\u003cli\u003e2021 Chevrolet Tahoe\u003c\/li\u003e\n\u003cli\u003e2022 Chevrolet Tahoe\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eGMC Yukon\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e2015 GMC Yukon\u003c\/li\u003e\n\u003cli\u003e2016 GMC Yukon\u003c\/li\u003e\n\u003cli\u003e2017 GMC Yukon\u003c\/li\u003e\n\u003cli\u003e2018 GMC Yukon\u003c\/li\u003e\n\u003cli\u003e2019 GMC Yukon\u003c\/li\u003e\n\u003cli\u003e2020 GMC Yukon\u003c\/li\u003e\n\u003cli\u003e2021 GMC Yukon\u003c\/li\u003e\n\u003cli\u003e2022 GMC Yukon\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003e\u003cstrong\u003eChevrolet Zo6 Corvette\u003c\/strong\u003e\u003c\/p\u003e\u003cul\u003e\n\u003cli\u003e2015 Chevrolet Zo6 Corvette\u003c\/li\u003e\n\u003cli\u003e2016 Chevrolet Zo6 Corvette\u003c\/li\u003e\n\u003cli\u003e2017 Chevrolet Zo6 Corvette\u003c\/li\u003e\n\u003cli\u003e2018 Chevrolet Zo6 Corvette\u003c\/li\u003e\n\u003cli\u003e2019 Chevrolet Zo6 Corvette\u003c\/li\u003e\n\u003c\/ul\u003e\u003cp\u003eVehicle applications reflect the fitment published by Texas Speed \u0026amp; Performance for this part number. Confirm your engine and cylinder head configuration before ordering.\u003c\/p\u003e\u003ch3\u003eFAQ\u003c\/h3\u003e\u003ch5\u003eWhat engines does the Texas Speed Stage 2 3-Bolt No VVT cam fit?\u003c\/h5\u003e\u003cp\u003eIt fits GM Gen V 6.2L LT1, LT4 and L86 engines that have been converted to a 3-bolt camshaft gear with VVT deleted, including the 2016 and newer Camaro SS and ZL1, 2014 to 2019 Corvette and Z06, CTS-V and 6.2L trucks and SUVs.\u003c\/p\u003e\u003ch5\u003eDoes the Stage 2 3-Bolt cam work with stock pistons?\u003c\/h5\u003e\u003cp\u003eYes. Texas Speed states it is compatible with factory-style pistons, and every TSP LT camshaft is validated on the SuperFlow 902 engine dyno for piston-to-valve clearance. Final compression depends on the piston and head combination.\u003c\/p\u003e\u003ch5\u003eWhat parts are required to run the Stage 2 3-Bolt LT cam?\u003c\/h5\u003e\u003cp\u003eTexas Speed requires its .660\" dual spring kit with PAC springs and titanium retainers, TSP chromoly pushrods and a DOD\/AFM delete kit, plus the 3-bolt VVT delete conversion. Automatics need a higher stall converter and a custom tune is required.\u003c\/p\u003e\u003ch5\u003eWhy choose a 3-bolt cam over a 1-bolt VVT cam?\u003c\/h5\u003e\u003cp\u003eThe 3-bolt core replaces the factory phaser with a fixed TSP timing gear, so there is no phaser limiter to install and no VVT alignment to manage. Texas Speed offers the same 227\/242 profile as the 1-bolt LT1 Stage 2 V2 for engines keeping the phaser with a lockout.\u003c\/p\u003e\u003ch5\u003eHow does the Stage 2 3-Bolt compare to the EL-C7 3-Bolt cam?\u003c\/h5\u003e\u003cp\u003eThe Stage 2 3-Bolt is 227\/242 with .646\"\/.631\" lift on a 112 LSA for street performance. The EL-C7 3-Bolt is the larger 231\/245, .645\"\/.631\", 112 LSA grind rated for race and aggressive use. Both need a DOD delete, .660\" springs and a higher stall in automatics.\u003c\/p\u003e\u003cscript type=\"application\/ld+json\"\u003e{\"@context\": \"https:\/\/schema.org\", \"@type\": \"FAQPage\", \"mainEntity\": [{\"@type\": \"Question\", \"name\": \"What engines does the Texas Speed Stage 2 3-Bolt No VVT cam fit?\", \"acceptedAnswer\": {\"@type\": \"Answer\", \"text\": \"It fits GM Gen V 6.2L LT1, LT4 and L86 engines that have been converted to a 3-bolt camshaft gear with VVT deleted, including the 2016 and newer Camaro SS and ZL1, 2014 to 2019 Corvette and Z06, CTS-V and 6.2L trucks and SUVs.\"}}, {\"@type\": \"Question\", \"name\": \"Does the Stage 2 3-Bolt cam work with stock pistons?\", \"acceptedAnswer\": {\"@type\": \"Answer\", \"text\": \"Yes. Texas Speed states it is compatible with factory-style pistons, and every TSP LT camshaft is validated on the SuperFlow 902 engine dyno for piston-to-valve clearance. Final compression depends on the piston and head combination.\"}}, {\"@type\": \"Question\", \"name\": \"What parts are required to run the Stage 2 3-Bolt LT cam?\", \"acceptedAnswer\": {\"@type\": \"Answer\", \"text\": \"Texas Speed requires its .660\\\" dual spring kit with PAC springs and titanium retainers, TSP chromoly pushrods and a DOD\/AFM delete kit, plus the 3-bolt VVT delete conversion. Automatics need a higher stall converter and a custom tune is required.\"}}, {\"@type\": \"Question\", \"name\": \"Why choose a 3-bolt cam over a 1-bolt VVT cam?\", \"acceptedAnswer\": {\"@type\": \"Answer\", \"text\": \"The 3-bolt core replaces the factory phaser with a fixed TSP timing gear, so there is no phaser limiter to install and no VVT alignment to manage. Texas Speed offers the same 227\/242 profile as the 1-bolt LT1 Stage 2 V2 for engines keeping the phaser with a lockout.\"}}, {\"@type\": \"Question\", \"name\": \"How does the Stage 2 3-Bolt compare to the EL-C7 3-Bolt cam?\", \"acceptedAnswer\": {\"@type\": \"Answer\", \"text\": \"The Stage 2 3-Bolt is 227\/242 with .646\\\"\/.631\\\" lift on a 112 LSA for street performance. The EL-C7 3-Bolt is the larger 231\/245, .645\\\"\/.631\\\", 112 LSA grind rated for race and aggressive use. Both need a DOD delete, .660\\\" springs and a higher stall in automatics.\"}}]}\u003c\/script\u003e","brand":"Texas Speed \u0026 Performance","offers":[{"title":"Default Title","offer_id":50903648895024,"sku":"TSP-LT1V2-3B-Stg2","price":469.99,"currency_code":"USD","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0586\/9548\/3440\/files\/26510_1.png?v=1793191528","url":"https:\/\/berryperformancesales.com\/products\/texas-speed-stage-2-lt1-lt4-3-bolt-camshaft-no-vvt-tsp-lt1v2-3b-stg2","provider":"Berry Performance Sales","version":"1.0","type":"link"}