When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
I am gathering parts to DOD/VVT delete. I have been planning to get the Cammotion stage 2 206/210 cam but saw that BTR has an Independence Day sale which makes their similarly sized stage 2 cam about $50-70 cheaper depending on shipping and taxes. I have read lots good about both but a lot of people say the Cammotion is better because of softer ramps and the reviews on it seem to be much better for a daily driver. Is it worth spending the extra money for it or will the BTR offer similar results for less money?
Last edited by speedtigger; Jul 4, 2024 at 12:39 PM.
I would have to see the full specs of both camshaft. I will offer this advice, the camshaft has the biggest impact on how your vehicle will act and drive. Get the right one and you will be happy. Get the wrong one and it will suck. So, I say ignore the bargains and stay focused on getting the best possible specs. If a camshaft with great specs happens to be on sale, then great.
As for BTRs lobes, they have come a long way in the last several years and most of their stuff that I have seen is well designed. With that said, keep in mind that valve weight from various LS based engines will vary. This can impact which cam lobes and valve springs that you choose. For example, and LS3 has hollow stem valves that weigh about 87 grams, whereas an 823 headed 6.0 or 6.2 liter truck engines will have solid intake valves that weigh about 108 grams. I have done actual dyno tests where the valves floated on a solid stem valve head that would remain stable on a hollow stem valve head in the same RPM range. So, do your research for sure.
If you are interested, here is a Cam Motion custom VVT camshaft using their XA lobes that I ran on the dyno with DrTuneEmAll a few weeks ago.
214/224 113.5+8 .553" valve lift
We retarded the camshaft 4 degrees at 5200 RPM and here are the results: Green is using the VVT as described, blue is leaving the VVT locked.
I would have to see the full specs of both camshaft. I will offer this advice, the camshaft has the biggest impact on how your vehicle will act and drive. Get the right one and you will be happy. Get the wrong one and it will suck. So, I say ignore the bargains and stay focused on getting the best possible specs. If a camshaft with great specs happens to be on sale, then great.
As for BTRs lobes, they have come a long way in the last several years and most of their stuff that I have seen is well designed. With that said, keep in mind that valve weight from various LS based engines will vary. This can impact which cam lobes and valve springs that you choose. For example, and LS3 has hollow stem valves that weigh about 87 grams, whereas an 823 headed 6.0 or 6.2 liter truck engines will have solid intake valves that weigh about 108 grams. I have done actual dyno tests where the valves floated on a solid stem valve head that would remain stable on a hollow stem valve head in the same RPM range. So, do your research for sure.
If you are interested, here is a Cam Motion custom VVT camshaft using their XA lobes that I ran on the dyno with DrTuneEmAll a few weeks ago.
214/224 113.5+8 .553" valve lift
We retarded the camshaft 4 degrees at 5200 RPM and here are the results: Green is using the VVT as described, blue is leaving the VVT locked.
I should have given more info than the first post my apologies for that. The truck is a 2011 Yukon 5.3. I am mostly looking to delete the AFM and VVT and keep a stockish idle quality and run the stock converter with the 6L80. Basically just a good daily driver cam with some extra power in the midrange and up.
I mostly want to delete the VVT because I don't like how it drives at part throttle. It's like a switch that's flipped at 2k rpms and makes it hard to accelerate smoothly. Not sure an aftermarket cam would change that or not. Plus it was very hard to find anyone doing gen 4 5.3 versions of the VVT cams anymore, almost everyone was doing gen 5 stuff or gen 4 6.2 which I assumed would be a little too big for my wants. Looking at your chart there, its interesting there aren't any low rpm gains from the VVT like gm claims it was for.
Looking at your chart there, its interesting there aren't any low rpm gains from the VVT like gm claims it was for.l
With VVT the camshaft is parked at it's most advanced position. Then, at a certain rpm, it is mechanically retarded from park, thus increasing upper end hp and extending the powerband.
On the 1st run he was running in parked position the whole time. 2nd run also started with the camshaft in parked position, then the VVT was "activated" meaning the camshaft was retarded 4* starting @ 5000rpm. That's why both look exactly the same up to 5k. He did not do a full run with it only retarded. If it had been, yes there would have been a significant loss of torque.
I would have to see the full specs of both camshaft. I will offer this advice, the camshaft has the biggest impact on how your vehicle will act and drive. Get the right one and you will be happy. Get the wrong one and it will suck. So, I say ignore the bargains and stay focused on getting the best possible specs. If a camshaft with great specs happens to be on sale, then great.
As for BTRs lobes, they have come a long way in the last several years and most of their stuff that I have seen is well designed. With that said, keep in mind that valve weight from various LS based engines will vary. This can impact which cam lobes and valve springs that you choose. For example, and LS3 has hollow stem valves that weigh about 87 grams, whereas an 823 headed 6.0 or 6.2 liter truck engines will have solid intake valves that weigh about 108 grams. I have done actual dyno tests where the valves floated on a solid stem valve head that would remain stable on a hollow stem valve head in the same RPM range. So, do your research for sure.
If you are interested, here is a Cam Motion custom VVT camshaft using their XA lobes that I ran on the dyno with DrTuneEmAll a few weeks ago.
214/224 113.5+8 .553" valve lift
We retarded the camshaft 4 degrees at 5200 RPM and here are the results: Green is using the VVT as described, blue is leaving the VVT locked.
You really picked up almost 30hp up top from a 4 degree retard in that cam? Impressive. I have been intrigued with VVT, how big/how much rpm can the system handle before it goes boom?
7 Most Reliable High-Performance Engines GM Has Ever Built
Slideshow:These GM engines didn't just make huge power, they survived abuse, boost, track days, and six-digit mileage with a reputation for refusing to quit.
6 Common C5 Corvette Failures and What's Involved In Repairing Them
Slideshow: From wobbling harmonic balancers to failed EBCMs, these are the issues that define long-term C5 ownership and what repairs typically involve.
Retro Modern Bandit Pontiac Trans AM Comes With Burt Reynolds' Autograph
Slideshow: A modern Camaro transformed into a retro icon, this limited-run "Bandit" build blends nostalgia with brute force in a way few revivals manage.
Top 10 Greatest Cadillac V Series Performance Models Ever, Ranked
Slideshow: Cadillac didn't just crash the high-performance luxury vehicle party, it showed up loud, supercharged, and occasionally a little unhinged...
Coachbuilt N2A Anteros Is an LS2-Powered C6 Corvette In Italian Clothes
Slideshow: A one-off sports car that looks like a vintage Italian exotic-but hides a C6 Corvette underneath-just sold for the price of a new mid-engine Corvette.
Comparing Truck Cams 
