DynoCams Camshaft - CS Grind - Clearanced for 58mm stroke cranks - CS-224

This cam works great with our standard Shredder head and carburetor package on 224cc and larger engines that don't need to rev higher than 7,000rpms. With less duration you'll make better low speed power and more average power. Set your clutch or torque converter to stall up to 4000rpm and rocket away!

NOT FOR USE WITH PREDATOR 212 NON-HEMI

• The CS is a mild cam for lots of low end torque. A stock carb can be used with this cam, but it does require an upgraded spring package. Billet rod and flywheel are strongly recommended.
• The lobes are hardened for extra durability, extending the life of this cam.

The 224cc camshafts have .550" main journal sizes. The cams have been clearanced between the lobes and feature narrow lobes. These modifications allow for rod clearance due to the 58mm stroke. The compression release is also thinner to clear the 58mm crank counter weight. These camshafts work with Harbor Freight Predator 224cc and Tillotson 224cc engines.

It is highly recommended that you use new lifters when installing a new flat tappet camshaft. The lobes have a specific wear pattern on the lifters that is established at break-in when you first start the engine after installing your new flat tappet camshaft.

Break-in should be a 20 minute idle at or above 1800rpms followed by an oil change. This break-in practice is to establish the circular wear pattern on each lobe and after that the lifters should always stay with the lobe that they break-in with. That means no swapping intake and exhaust lifters if you take the cam and lifters out of the engine later.

It is not recommended that you reuse lifters on flat tappet cam engines, especially with higher spring pressures due to this wear pattern being established! You can see the pattern on the bottom of the lifter and it should appear as a circular pattern, showing that the lifter is spinning. If your lifter is not spinning it is because the surface of the lifter is incorrect or the taper on the cam lobe is incorrect. Please do a web search on this, I am not just trying to get you to spend more money, it is an established practice with flat tappet cams in the automotive world.

Also, with all flat tappet cams using higher than stock industrial engine spec spring pressures you need to use a high zinc/phosphorus oil, NOT a "clean" oil designed for roller cams in modern fuel injected automotive engines such as a DEXOS compliant Mobil 1 or other EPA compliant oil. You should be using a "hotrod" oil that uses a robust ZDDP additive package that will protect the cam lobe and lifter surfaces under high pressure from high rate valve springs at elevated engine speeds.

The easiest of these oils to get is Valvoline VR1 in either the SAE 30 weight or 10w-30 if starting the engine below freezing temperatures. Your local Walmart carries this oil.

Considerations for maximum cam lobe life: 
*Hardened lobe with either a welded and ground lobe face or billet steel

*Cam lobe taper

*Lifter face shape

*Cam break-in procedure

*Keep lifters with their specific lobe and do NOT reuse with a different cam

*Use a high ZDDP "hotrod" specific oil

*Use springs with a high enough spring pressure to prevent valve float

*Respect the maximum operating speed of your engine. Get a tachometer and watch it!

*Keep lash tight, ideally at or below 0.001". Do not allow the cam lobe to be hammered by the lifter and an out-of-control spring or excessive lash.

*Change engine oil often.

Cam Specs

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