Introduction

The Edelbrock Performer RPM camshaft is a time-tested upgrade for the Pontiac 400, delivering a substantial increase in horsepower and torque across a broad power band. Designed for street performance and light competition, this cam provides a noticeable seat-of-the-pants gain without sacrificing low-end drivability. Proper installation is critical to unlocking its full potential. This comprehensive guide walks through every step — from selecting the right tools to breaking in the new cam — so you can complete the swap with confidence and precision.

Note: The Edelbrock Performer RPM cam (part number 7116) features 224°/230° duration at .050 inch lift and .470"/.479" lift with 1.5 rockers. It works best with a matching intake system, headers, and a performance converter. Always cross‑reference your specific engine application and piston‑to‑valve clearance before proceeding.

Tools and Materials Needed

Having everything on hand before you start prevents frustrating interruptions. Beyond the camshaft itself, gather the following:

  • Edelbrock Performer RPM Camshaft (PN 7116) – ensure it’s the correct version for your block
  • Camshaft installation tool – helps protect the cam lobes and bearings during insertion
  • Torque wrench (1/2‑inch and 3/8‑inch drive) for precise fastener tightening
  • Socket set – metric and SAE sizes covering 3/8″ to 3/4″
  • Ratchet, extensions, and universal joints
  • Screwdrivers (flat and Phillips)
  • Engine oil – conventional or break‑in oil (high‑Zinc content preferred)
  • Camshaft assembly lubricant – moly‑based paste for lobes and journals
  • Timing chain and gears – replace if worn; a double‑roller set is recommended
  • Full gasket set (timing cover, intake manifold, valve covers, and water neck)
  • Shop towels, degreaser, and a drain pan
  • Dial indicator and degree wheel – for verifying cam timing (strongly recommended)
  • Lifters – if reusing, inspect carefully; new lifters are advisable for a fresh cam

For sourcing, check reputable suppliers such as Summit Racing for the cam and timing sets, and RockAuto for gaskets and lifters.

Preparation

Safety and Workspace

Work in a well‑ventilated area with proper lighting. Disconnect the battery (negative terminal first) to prevent accidental starter engagement. Have a fire extinguisher nearby, and wear safety glasses and gloves. Place drain pans under the engine to catch coolant and oil.

Fluid Drainage

Drain the engine oil and coolant completely. Remove the radiator cap to speed drainage. Disconnect the upper and lower radiator hoses, and remove the fan shroud and fan assembly if needed for clearance. A clean engine compartment makes disassembly and reassembly safer.

Remove Intake Manifold and Valve Covers

Start by removing the air cleaner assembly, carburetor (or throttle body), and all vacuum lines and wiring that attach to the intake manifold. Label each connection. Unbolt the intake manifold in the sequence recommended by your service manual. Lift it off carefully; the gaskets may stick. Remove the valve covers and gaskets. Keep everything clean and organized.

Timing Chain Cover and Chain Inspection

With the intake and valve covers off, remove the timing chain cover. This may require removing the harmonic balancer/pulley. Use a puller if needed – never pry on the balancer. Once the cover is off, inspect the timing chain for slack. A loose chain can affect cam timing and cause noise. Measure chain deflection: if it exceeds ½ inch, replace the chain and sprockets with a high‑quality double‑roller set. Also check the cam and crank sprocket teeth for wear. Replace the oil seal in the timing cover while it’s off.

Removing the Existing Camshaft

Remove Timing Set and Camshaft

First, rotate the engine to top dead center (TDC) on cylinder #1. Mark the relationship between the cam and crank sprockets for reference (or check timing marks). Remove the cam sprocket bolts and the timing chain. Slide the cam sprocket off the cam. With the chain off, remove the camshaft thrust plate bolts. Gently slide the old camshaft out of the block. Use a camshaft puller if it is tight. Be careful not to damage the cam bearings. Keep the old cam for core return if applicable.

Inspect Cam Bearings and Lifters

Examine the cam bearings for scoring, galling, or excessive wear. If they are damaged, the engine must be pulled and the bearings replaced. Inspect the lifters: flat tappet lifters should have a slightly convex face. Any dishing or pitting means replacement. Always install new lifters with a new camshaft. Reusing old lifters on a new cam is the most common cause of premature lobe wear.

Preparing the New Edelbrock Performer RPM Cam

Lubrication

Apply a generous coat of camshaft assembly lube (moly‑based) to every lobe and bearing journal. Also coat the distributor drive gear. This prevents metal‑to‑metal contact during the first few seconds of startup. If your break‑in oil is not already high‑zinc, add a zinc additive to the oil.

Checking Camshaft End Play and Timing Marks

Before installation, check that the cam’s end play meets spec (typically 0.003–0.007 inch). Use a dial indicator on the cam bolt. If it’s too tight or too loose, adjust the thrust plate or replace it. Verify that the cam’s timing marks align with your new crank sprocket. Most aftermarket timing sets have multiple keyway positions – choose the one that provides straight‑up timing (0 degrees advanced or retarded as per cam card).

Installing the New Camshaft

Slide Cam into Block

Liberally oil the camshaft journals. Carefully slide the cam into the block, rotating it slowly to ease past the bearings. Use a cam installation tool to protect the rear bearing and guide the cam through. Install the thrust plate and torque the bolts to 20 ft‑lbs.

Install Timing Set and Check Timing

Place the cam sprocket on the cam, ensuring the timing marks align with the crank sprocket at TDC. Install the chain, then the cam sprocket bolts (torque to cam card spec, typically 25–35 ft‑lbs). Rotate the engine two full revolutions and confirm the marks still align. If they do not, the chain may be a tooth off – correct now.

For maximum power, degree the cam using a degree wheel and dial indicator. This verifies that the cam lobes open and close at the exactly intended crankshaft positions. Follow the cam card specifications. Adjustable timing sets allow you to advance or retard the cam by moving the sprocket key. Many engine builders degree to achieve the intake centerline spec within one degree. Detailed instructions are available from Edelbrock’s degreeing guide.

Reinstall Timing Cover

Clean the timing cover gasket surfaces. Apply a thin bead of silicone to the corners of the gasket (if using a paper gasket). Install the timing cover with new bolts, torquing them in a cross pattern to 10–12 ft‑lbs. Install the harmonic balancer using the correct install tool – never hammer it on.

Reassembly

Valve Cover and Intake Manifold

Install new valve cover gaskets and torque the covers evenly to 5–7 ft‑lbs. For the intake manifold, use a high‑quality gasket set and apply sealant where indicated. Torque the intake bolts in the factory sequence, starting at the center and working outward, to 35–40 ft‑lbs (check your specific manifold specs). Reattach the distributor and set initial timing to 10–12° BTDC.

Ignition Timing and Other Checks

Reconnect spark plug wires, vacuum lines, and the carburetor. Fill the cooling system with the proper coolant mix. Refill the engine with break‑in oil (conventional, high‑zinc) and a new filter. Prime the oil system by spinning the oil pump with a drill and primer tool until the gauge reads pressure. This is critical to prevent a dry start.

Initial Startup and Break‑In

Oil Priming

After filling with oil, remove the distributor and use a priming tool to spin the oil pump. Watch for oil to appear at the rocker arms. Reinstall the distributor, ensuring the rotor aligns with cylinder #1 spark plug wire.

Start and Run Procedure

Start the engine and immediately raise the RPM to 2000–2500. Do not let it idle – flat‑tappet cams require high oil splash during the first 20 minutes to properly break in the lobes. Run at varying RPM between 2000–2500, occasionally blipping to 3000, for at least 20 minutes. Monitor oil pressure, coolant temperature, and listen for any unusual noises. If the engine starts knocking or losing oil pressure, shut it down immediately.

Post‑Break‑In Tuning

After the break‑in period, change the oil and filter. Use high‑quality conventional or synthetic blend oil. Adjust the carburetor mixture and set final ignition timing. Expect to tweak the idle mixture and initial advance to compensate for the cam’s increased overlap. A mildly “lopey” idle is normal. Test drive gently for the first 500 miles before wide‑open throttle operation.

Conclusion

The Edelbrock Performer RPM camshaft transforms your Pontiac 400 into a stronger, more responsive street machine. Success lies in careful preparation, proper lubrication, and a thorough break‑in procedure. By following this guide – and referencing your factory service manual for torque values and sequences – you’ll enjoy a reliable installation and a noticeable gain in horsepower. For further reading, check Performance Years forums for community tips and Butler Performance for Pontiac-specific parts and advice. Happy building.