Classic Inlines
603 W Pecos Ave
Mesa, AZ 85210


 
Classic Inlines - Clay Smith Camshaft Profiles
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.
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.

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).

Clay Smith Lifters

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.
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

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
C-F-H-L-O
solid lifter

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
A-F-G-L-N-T
solid lifter
CSC
278-14
SDP
278/272
228/224
460/448
490/478
505/492
78
114
3200-7000
A-F-G-L-T
solid lifter

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.
With performance cams - usually you will have to advance the distributor timing (on the vibration damper) more than stock specifications.
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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