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WARNING: Products on this page can expose you to a chemical, which is known to the St ate of California to cause cancer or reproductive harm. **For more information go to www.P65Warnings.ca.gov**
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PICTURE #
15. CRANKSHAFT KITS
A perfectly ground crankshaft (.010 or .020) supplied with rod and main bearings, all set
to install. INCLUDES new crank gear, used pump eccentric & used bronze gear. Nitrided (hardened) cranks are much stronger and were original on Turbos and 140HP.
ADD B to the end of any part number (ex. C5081NGCB) and the bronze gear will be the new repro. Casting numbers on cranks 1960–63=5607 and 1964–69=8409.
CORE Charge: If you buy a crank and send us a good used crank core with gears, prepaid, we will refund you the core amount. Shipped in a special heavy duty box with
foam so you can easily return your core.
CRANK KIT with Main & Rod Bearings See "Add B" above for new Bronze gear.
All 32 lbs. with Clark Bearings ON WEBSITE – Click on any Crank Kit # in chart & the "B" option will display below.
NOTE: All kits come with new crank gear, used pump eccentric,
& used bronze gear installed. You also get new rod & main bearings.
ON WEBSITE – Click on any Crank Kit # in chart & the "B" option will display below.
ADD a New Bronze Distributor Gear
Add “B” to the end of any part number to left.
1960-63 All
C5081NGC
1960-63 All Nitrided (hardened)
C5082NGC
1964-69 All
C5083NGC
1964-69 All Nitrided (hardened)
C5084NGC
CRANKSHAFT SEAL SPACER: Use when a 1964–69 crank is used in a 1960–63 engine. Helps position seal into correct location on crankshaft. Also use in 1964–69
to position seal on “new” part of gear to avoid the wear groove. C5311 2 oz.
16. ECCENTRIC: For crankshaf t, operates fuel pump. 1960–69 All USED ONLY CU1134 4 oz. See "NOS" on website.
17. SPACER: Goes between eccentric and distributor drive gear on crank. 1960–69 All USED ONLY CU1137 2 oz.
18. BRONZE DISTRIBUTOR GEAR: Fits on crankshaft. 1960–69 All REPRO C1084R 10 oz.
19. SLINGER – CRANKSHAF T OIL 1960–69 All USED ONLY CU1133 4 oz.
21. CAMSHAFTS: 1960–69
All of our cams are 1964–69 style (narrow lobes) and fit all 1960–69
Corvairs.
Cores (regrinds only) must be 1964–69 narrow lobe style with no lobes visibly worn more than 1/64”. Please allow for minor variances in cam specs from
this chart. NEW LIF TERS, CAM GEAR and THRUST WASHER (#8 & #10, pg. 25) ARE HIGHLY SUGGESTED.
Cams with Gears Correctly Installed 9 lbs. May delay order by 1 DAY.
CAM LUBE
1/4 oz. special cam
assembly grease
C9042 2 oz.
ADD these codes to the end of any cam number and we correctly install a new cam gear, thrust washer & key, all ready for you to install in
your engine. Prices in Price List. Info on gears, see #8 on page 25. For STOCK Cam Gear : Add CG For “FAIL SAFE” Cam Gear: Add FG
CAMS 8 lbs.
ALL cams come with special lube & ZDDP.
NEW CAMS REGROUND
ON WEBSITE – Click on any
cam # in the charts and the
add cam gear options "CG &
FG" will display below.
CAM SHAFT INFO
CAM SPECS – You can see cam
specs for most of our cams at
"camshaft specs" on our home page.
GM REPL ACEMENT: 1960–69 80, 84, & 95HP (Former GM #3839889)
The 260 grind can also be considered.
C1139 C8015
GM REPL ACEMENT: Original for most 64–69 110, 140 & 64 150 Turbo (Former GM #3839891).
You may not want this cam – see “About Cams” below
C8696B C8696
GM REPL ACEMENT: 98, 102, 110, 140 & Turbo (Former GM #3872304). Also consider 260, 270 C785 C8016
260 – ROAD: 2000–5500 RPM (Suggested for Turbo) – More flexible than C785. More low-end
torque, better mid-range, equal top end. STD or PG trans.
C7722 C8013
270 – ROAD: 2000-6000 RPM – Slightly less low-end torque than C785.
Better mid and top end. Best all around. STD or PG trans. New cam preferred.
C7721 C8014
PERFORMANCE CAMS – formerly “OTTO” – all 8 lbs.
See page 27A for more info – See above for Cam gears correctly installed. Add CG or FG to the end of these part numbers. ALL cams come with special lube & ZDDP.
NON-TURBO
OT-New
TURBO
TB-New
NON-TURBO
OT-Regrind
ON WEBSITE – Click on any cam # in the charts and the add cam gear
options "CG & FG" will display below.
CAMSHAFT BREAK-IN
To insure long camshaft and lifter life, please follow these steps:
1. Lube the new cam with cam lube supplied with new cam.
2. Only use new lif ters and apply a thin layer of cam lube.
3. Add ZDDP to your break in oil & with each oil change (one bottle supplied with
each cam).
4. Adjust lifters accurately (see page 394).
Series 10 C8800 C8801 C8800R
Series 20 C8802 C8803 C8802R
Series 30 C8804 C8805
Series 40 C8806
Regrinds not suggested for 140
“ABOUT CAMS” Camshafts are one of those “great mysteries of life”. To some people cams are specific numbers, ramp profiles and totally understandable.
To other people a cam just “does what I want”. A cam grinder could grind a million different Corvair cams, but in the real world, these can be condensed to 5-10 cams.
We offer two dlfferent “lines” of cams. We’ve sold most of the “Clark” cams on this page for over 25 years. The basic cam designs are out of the 1960’s & 70’s and
have pleased 1,000’s of customers. The Performance cams were developed and refined during the 1980’s using newer developmental technology & “knowledge”
producing a broad power range.
NEW CAMS: These cams are ground on new castings (billets) and are your best investment. They star t with “oversize lobes” for the grinder to start with so he does not
have to make any compromises. You must use new lifters.
REGROUND CAMS: These give you a good inexpensive cam but have some drawbacks. Because the grinder is starting with “full worn lobes” you end up with “smaller
lobes” to get the correct grind. It is necessary to start with what is there and “grind down”. This will have a slight effect on valve train geometry and is part of the reason
these are only used on “milder” grinds. NEW LIFTERS ARE A MUST. REGROUND CAMS NOT SUGGESTED FOR 14 0 OR TURBO.
NEW LIFTERS: New lifters are a must on new or reground shafts. The reason is that the bottom of the lifter and the cam lobe are designed such that the lifter will rotate.
If both are not new the wear will be excessive.
INSTALLING CAM GEARS: Cam gears must be correctly installed or they can be permanently damaged and may even rotate on the shaft. We are equipped to install
your cam gear so you are ready to install your complete camshaf t.
GM CAMS? Most of the GM cams we offer will give you acceptable service but you will probably be happier with our 260 or 270 grind or the Performance “10” or “20”
Series Cams. If you are considering GM cam 3839891 for 1964–69 110 & 140 engines you should read the “CORSA Corvair Technical Guide”. Basically they suggest
that it was a good all around cam, with faults. They claim GM found the cam induced multiple valve “bounce” and gave less low-end torque. This is probably par t of the
reason the “304” was offered as the replacement. The spec listings we’ve seen for GM cams are, for the most part, unrealistic, so we do not list them.
“LOWER END” PARTS
(refer to picture, page 21)
C1084R
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