Classic Inlines Camshafts are currently stocked in nineteen different profiles (the most in the industry). Our cams are made from the highest quality cores available, and are ground from new cores. They are not regrind's, as offered by some manufacturers. All of our camshafts are ground by Clay Smith Cams, and unlike some manufacturers, all Clay Smith Cams are ground straight up. For most street applications we recommend installing the cam with 4 degrees of advance for optimum performance. For example, if you have a cam with a 110* lobe center, you would install the cam on a 106* centerline.
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NOTE: All camshafts are ground straight up, therefore we recommend installing street or street/strip cam profiles
4° advanced for more bottom end
torque and performance.
We highly recommend "Degreeing your Cam" whenever a new camshaft is installed. |
Classic Inlines dual pattern camshaft profiles were designed primarily for use with the increased induction that is achieved when using an OZ250-2V heads, or custom log manifolds (stock USA heads) with 2V carbs or multiple carbs (such as the Offy
3x1V setup) while retaining the stock exhaust ports. We can also do custom grinds upon request. If we do not stock the lobe center you want, let us know and we can have the cam custom ground for an additional $30. Please allow 3-4 weeks for a custom grind.
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Aftermarket Camshaft Classifications |
Listed below is a general group classification for aftermarket cam profiles. The durations
shown are based on .050 cam lift with a 112 ° lobe center. The descriptions within each group show the characteristics of the cams in that
group, as well as any recommended modifications to the car or engine which may help you reach the desired performance level. |
Intake
Duration
@ .050 |
Approx.
RPM
Range |
Approx.
Peak
Torque |
200° |
1000-4500 |
2500 |
210° |
1500-5000 |
2800 |
220° |
2000-5500 |
3000 |
230° |
2500-6000 |
3500 |
|
Intake
Duration
@ .050 |
Approx.
RPM
Range |
Approx.
Peak
Torque |
240° |
3000-6500 |
4000 |
250° |
3500-7000 |
4500 |
260° |
4000-7500 |
5000 |
270° |
4500-8000 |
5500 |
|
| Class I (200° - 215°) |
Good idle quality. Low rpm torque and mid range performance.Will work with stock
or slightly modified engine. Manual
or auto transmission. |
| Class II (215° - 230°) |
| Fair idle quality. Good low to mid range torque and horsepower. Will work with stock
or modified engines. For use with
manual or automatic transmission with a mild stall
converter. Lower vacuum than stock. |
| Class III (230° - 245°) |
Rough idle quality. Good mid to high rpm torque and horsepower. Good combination street and drag. Use with manual transmission or automatic with high stall
converter. Requires improvements in induction, exhaust, and ignition systems. Low vacuum. |
| Class IV (245° - UP) |
Rough idle quality. Mid to high rpm torque and horsepower. For serious racing.
Needs
proper selection of rear axle ratio
and improvements in the carburetion and exhaust systems. For use with manual transmission or automatic trans with a very high
stall converter. Will not have enough vacuum for power accessories. |
Confused or need assistance selecting your camshaft? |
Are you wondering which camshaft to choose for your application? We would be happy to assist you with your selection, but it helps if you have a basic idea of the terminology and what the numbers mean. Start by reading the articles in our tech section, " Selecting the Right Camshaft", Understanding Lobe Centers", and " Static vrs Dynamic C/R". You can also use the Dynamic Compression Ratio Charts to assist in selecting the proper cam profile.
If your still not sure, send us an e-mail and we'll help you out. Include as much
information as possible in your e-mail, including: engine size, compression ratio, head work & valve size, induction type & CFM, type of exhaust system & size, type of transmission, rear gear ratio, tire size, primary driving habits (street, strip, highway), vacuum accessories (if any), and your desired goal (mpg/economy, power, idle quality, etc). |
A lifters primary function is to maintain precise valve timing under all engine operating conditions. In our opinion, Clay Smith lifters do this better than any other lifter on the market. Clay Smith Lifters are sophisticated, highly engineered, precision components manufactured
to demanding specifications. If you were to examine
the inside of a Clay Smith Lifter you would see why they are the choice of mechanics and race teams around the world. No other lifter is designed, engineered, and manufactured to such exacting tolerances. Get the Best, get Clay Smith Cams and Lifters. |
All Clay Smith Cams need to be installed 4* advanced for optimum performance. |
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HYDRAULIC LIFTER _ FLAT TAPPET CAMSHAFTS
(170/200/250ci engines) |
| Part# |
Adv.
Dur. |
.050
Dur. |
Lift
@1.5 |
Lift
@ 1.6 |
Lift
@ 1.65 |
Int
Close |
Lobe
Center |
RPM
Range |
Comment
Code |
CSC
264-08
HSP
|
264/264 |
214/214 |
441/441 |
470/470 |
485/485 |
60 |
108 |
1000-4700 |
A-D-G-J-M |
CSC
264-10
HSP |
264/264 |
214/214 |
441/441 |
470/470 |
485/485 |
62 |
110 |
1500-5200 |
B-D-G-J-M |
CSC
264-12
HSP |
264/264 |
214/214 |
441/441 |
470/470 |
485/485 |
64 |
112 |
2000-5700 |
A-D-G-J-M |
CSC
264-08
HDP |
264/274 |
214/224 |
441/450 |
470/480 |
485/495 |
60 |
108 |
1400-5100 |
A-D-G-J-M |
CSC
264-10
HDS |
264/274 |
214/224 |
441/450 |
470/480 |
485/495 |
62 |
110 |
1900-5600 |
B-D-G-J-M |
CSC
264-12
HDS |
264/274 |
214/224 |
441/450 |
470/480 |
485/495 |
64 |
112 |
2400-6100 |
A-D-G-J-M-T |
CSC
274-08
HSP |
274/274 |
224/224 |
450/450 |
480/480 |
495/495 |
65 |
108 |
1800-5700 |
B-D-G-J-M |
CSC
274-10
HSP |
274/274 |
224/224 |
450/450 |
480/480 |
495/495 |
67 |
110 |
2300-6200 |
B-E-H-K-N |
CSC
274-12
HSP |
274/274 |
224/224 |
450/450 |
480/480 |
495/495 |
69 |
112 |
2800-6600 |
A-E-H-K-N-T |
CSC
280-08
HSP |
280/280 |
231/231 |
480/480 |
512/512 |
528/528 |
70 |
108 |
2300-6200 |
C-F-H-L-O |
CSC
280-10
HSP |
280/280 |
231/231 |
480/480 |
512/512 |
528/528 |
72 |
110 |
2800-6600 |
C-F-H-L-O |
CSC
280-09
HHP |
280/280 |
238/238 |
427/427 |
456/456 |
470/470 |
74 |
109 |
3200-6700 |
C-F-I-L-O |
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SOLID LIFTER - FLAT TAPPET CAMSHAFTS
(170/200/250ci engines) |
| Part# |
Adv.
Dur. |
.050
Dur. |
Lift
@1.5 |
Lift
@ 1.6 |
Lift
@ 1.65 |
Int
Close |
Lobe
Center |
RPM
Range |
Comment
Code |
CSC
278-08
SSP |
278/278 |
228/228 |
460/460 |
490/490 |
505/505 |
67 |
108 |
2000-5800 |
|
CSC
278-10
SSP |
278/278 |
228/228 |
460/460 |
490/490 |
505/505 |
69 |
110 |
2500-6300 |
B-F-H-L-N
solid lifter
|
CSC
278-12
SSP |
278/278 |
228/228 |
460/460 |
490/490 |
505/505 |
71 |
112 |
3000-6800 |
|
CSC
278-14
SDP |
278/272 |
228/224 |
460/448 |
490/478 |
505/492 |
78 |
114 |
3200-7000 |
|
CSC
292-08
SSP |
292/292 |
240/240 |
495/495 |
528/528 |
563/563 |
74 |
108 |
2500-6300 |
C-F-H-L-N-T
solid lifter
|
CSC
292-10
SSP |
292/292 |
240/240 |
495/495 |
528/528 |
563/563 |
76 |
110 |
3000-6800 |
B-F-H-L-N
solid lifter
|
CSC
292-12
SSP |
292/292 |
240/240 |
495/495 |
528/528 |
563/563 |
78 |
112 |
3400-7200 |
A-F-G-L-N-T
solid lifter
|
Comments
A) smooth idle B) lopey idle C) rough idle
D) good vacuum E) adequate vacuum F) marginal vacuum
G) manual or stock converter H) manual or high stall converter I) manual only
J) stock gear ratio OK K) min. 3:00 gear ratio L) min. 3:20 gear ratio / 3:50 recommended
M) stock compression ratio OK N) min 9.0 CR recommended O) min 9.5 CR recommended
T) solid lifter - recommended for turbo charged applications, as well as naturally aspirated
NOTE: All camshafts are ground straight up, therefore we recommend installing street or street/strip cam profiles
4° advanced for more bottom end
torque and performance.
We highly recommend "Degreeing your Cam" whenever a new camshaft is installed. |
Always install new lifters with a new camshaft. Installing used lifters with a new camshaft can cause premature
failure of both the cam and the lifters. |
Do not allow the engine to run under 1500 rpm for the first 20 minutes. The first
few minutes of the engine operation
are the most critical and tests have shown
that if there is no metal pickup or spalling during this period, the camshaft will
wear as long as other engine components.
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With performance cams - usually you will have to advance the distributor timing
(on the vibration damper) more than
stock specifications.
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When installing any high performance or racing camshafts into a engine, check
to make sure there is adequate
clearance between the valves and pistons and
make sure the valve springs do not compress solid (coil bind). You might
have
to change the valve spring and retainer, or use an aftermarket performance
valve springs. |
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