In simple, no...
Cams are a rather complex subject - how much schooling you want?
Let's see...
Duration - the amount of time a valve is "open" (off the seat.) "Advertised duration" is usually taken from .002-.006" of valve lift, depending upon the manufacturer. Crane standardised this to "Duration @ .050" to put everyone on the same playing field - which has been informally accepted by nearly everyone. Naturally, duration @ .050" will be rather shorter - but it's a more accurate comparison (assuming they stick to standard lobe ramps.)
Lift - can be taken two ways - "lobe lift," which is the absolute lift at the camshaft nose, and "valve lift," which is the lobe lift multiplied by the rocker ratio (for us, usually 1.6:1.) I typically prefer to take "lobe lift" for records - if the rocker ratio is changed, it's only one step to figure valve lift. You'll use valve lift in conjunction with head flow charts to try to get a theoretical "fill and empty" model.
Pattern - there's a couple variations here...
Single Pattern - symmetric camshaft lobes of the same pattern. centrelines are equidistant from the reference "ZERO" point on the cam.
Dual Pattern - may be symmetric or asymmetric, but the intake and exhuast lobes will be different. The exhuast lobe is usually "larger" (open more/longer) to compensate for relatively poor exhaust port flow. This is what our engines respond to well.
Asymmetric - Usually a "single pattern" cam, but with one lobe (either intake or exhaust) advanced or retarted WRT the other. I don't recall what these were best for offhand, but they do have their advantages.
The cam you mention (260/272) is a dual pattern cam which favours the exhuast valve.
Tappet style - either "flat" or "roller" - using roller tappets allows a builder to use a more aggressive lobe ramp (opens the valve rather faster!) which increases the "Area under the curve" - and therefore cylinder filling/emptying potential. To date, no-one makes a roller tapped camshaft for the AMC I6 (which really should be corrected...) Note that the use of "roller tappets" requires using "tie bars" to keep them from rotation (flat tappets are designed to rotate, in contrast,) which ties the tappets together in pairs.
That's some of the basics - it's stuff I haven't thought about consciously in a few years. Honestly, probably the best way to pick a cam for your particular combination is to simulate the engine - which is why I've collected camshaft data for the AMC I6 series and built data files for Desktop Dyno 2000 - the archive is available in both .zip and .rar format, if you need it.
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