Head & Cam Upgrade To Suit LSA

Head & Cam Upgrade To Suit LSA

Leveraging relationships with some of the biggest names in the aftermarket automotive industry, HPF delivers a premium Head & Cam solution for the LSA engine so if power is what you're chasing, then look no further. We start by talking to you the customer to establish what sort of result you are looking for and then based on that discussion we advise you on our camshaft recommendation. Once the plan is set, we move on to performing a baseline dyno run to establish what your car makes on the HPF dyno, then the cooling system gets flushed and the top of the engine is removed. The heads are sent off to Higgins Race Heads for CNC porting and the old cam and lifters are removed. The surfaces are cleaned and cam bearings inspected. We continue by installing the BTR camshaft of choice and a new set of genuine GM LS7 lifters and guides. ARP bolts hold the Rollmaster single row timing chain set to the new bumpstick, new gaskets are installed and the BTR double-valve-spring loaded ported heads are installed with genuine GM LS9 head gaskets and 240,000psi head studs. New HD pushrods are measured and selected and the standard rocker trunnions are discarded in place of more BTR parts being their HD version-2 rocker trunnion kit. Then coolant, oil and an oil filter is added and the tune commences on the dyno. Performed over 4-5 days and supplied back to you with a before and after dyno graph your new LSA will be grumpy to meet you!

· CNC ported cylinder heads - The LSA like all other LS based engines benefit from accurate CNC cylinder head porting. We use Higgins Race Heads out of Dandenong Victoria exclusively for all of our cylinder head porting requirements. CNC porting is the computer-controlled reproduction of a port design machined into your cylinder head casting, this ensures each intake and exhaust port not only flows and has the highest velocity as possible but also flows exactly the same as the port next to it. Higgins Race Heads thoroughly recondition the cylinder head including decking flat the surface, CNC combustion chamber machining and valve seat angles, tip and reface the valves, new valve stem seals and fitting the HPF supplied Brian Tooley Racing dual valve springs.

· BTR Stage 1 PDS Torque camshaft - Specs: 217/23X, .619/.607, 114 LSA. This new version of BTR’s Stage 1 PDS camshaft makes more power and torque everywhere in the curve compared to previous versions of BTR’s PDS cams. Developed in house, BTR went back to the drawing board and found more power and torque even with the use of less intake duration. These new BTR lobe designs were Spintron and Engine Dyno tested to achieve the highest overall power curve while also maintaining strict valvetrain stability and durability standards.

· BTR Stage 2 PDS Torque camshaft – Specs: 221/24X, .619/.617, 113 LSA. This new version of BTR’s Stage 2 PDS camshaft makes more power and torque everywhere in the curve compared to previous versions of BTR’s PDS cams. Developed in house, BTR went back to the drawing board and found more power and torque even with the use of less intake duration. These new BTR lobe designs were Spintron and Engine Dyno tested to achieve the highest overall power curve while also maintaining strict valvetrain stability and durability standards.

· BTR Stage 3 PDS Torque camshaft V2 – Specs: 226/25X .636″/.636″ 112.5 LSA. The V2 PDS Stage 3 Torque camshaft was designed for those customers wanting good low to mid rpm range torque, without sacrificing top end horsepower. This cam has a slightly more aggressive idle than previous versions, yet still provides good drivability. This cam works well with stock long blocks and stock or ported blowers. These new BTR lobe designs were Spintron and Engine Dyno tested to achieve the highest overall power curve while also maintaining strict valvetrain stability and durability standards.

· BTR Stage 4 camshaft V2 – Specs: 229/25X, .636″/.636″, 116 LSA. The most aggressive camshaft Brian Tooley Racing offers for GM LSA & LS9 engines. This cam is recommended when looking for more power than the Stage3 application offers and has an ultra-aggressive idle. It is perfect for use in high rpm Max Effort stock displacement, or 4″ stroker applications when paired with a Harrop H2650i or Whipple 3.0 superchargers. BTR recommends the use of aftermarket or ported OEM cylinder heads and larger throttle bodies when used with higher boost levels. This cam uses ultra stable lobes for higher RPM potential, and has proven to be extremely durable in testing.