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IMPORTANT INSTRUCTIONS
AFFECTING YOUR WARRANTY
•
CAM LOBE WEAR- Cam lobe wear is almost non-existent
unless mismatched parts are used or installation of the cam
and lifters is done improperly. Most cam damage is caused by
the timing gear coming loose due to improper torque on bolt.
Bolts holding gear to camshaft should be torqued carefully
and a locking compound applied to threads of bolts.
•
CAUTION: Use Edelbrock Performer RPM Timing Chain
and Gear Set #7808. Do not use late model timing chain and
gear sets that are designed for emission-controlled engines.
These timing sets are machined in a retarded position and are
not recommended for this camshaft installation. Edelbrock
Timing Sets feature three keyways for specific timing
selection. Use the "0" position for most applications.
•
CAM GEARS AND CAMSHAFT END PLAY- If cam gear
becomes loose, the cam will slide back in the block, causing
the lifters to hit the lobes next to them and also the cam
bearing journals. If the engine is run after this happens, the
bottom of the lifters and the sides of the lobes will become
clipped.
When installing a camshaft, it is always important to check
for proper operating clearances, especially when high
performance components are used. Things to look for that can
cause failure and damaged parts are as follows:
1.
Improper valve-to-piston clearance (this should be no less
than 0.080").
2.
Rocker arm stud slot clearance (both ends; valve closed and
open).
3.
Proper spring settings (see dimensions with spring instruction
sheet; correct dimensions mean maximum performance and
longer engine life).
•
SPECIAL INSTRUCTION
CAUTION: Some models of early vehicles use a short pin in
the camshaft. For these vehicles, we suggest grinding the long
pin in the Edelbrock cam to the same length as the short pin,
or remove the stock pin and install it with the Edelbrock cam.
With the Edelbrock manifold and camshaft package plus a
header installation, a carburetor jet change may be required
for best performance. Due to the varied applications of year
and model of vehicles, no one combination could suffice for
Timing
Marks
Figure 1
Timing Chain
Sprocket Alignment
all installations. The following procedure is only a guideline
and in many cases, the manufacturing specifications for
recommended carburetors or timing may be best.
•
CARBURETION AND IGNITION TIMING
Best carburetor results were with the Edelbrock Performer
Series carburetors #1407 (750 cfm with manual choke). Stock
jetting can be used for most installations, however, various
conditions may require re-calibration for optimum
performance (changes in altitude, temperature, exhaust
system, etc.). Ignition timing for this package may vary with
each application. A good starting figure would be between 12
degrees to 14 degrees initial timing at idle with vacuum
advance disconnected. Total advance should not exceed 34
degrees to 38 degrees with initial and centrifugal weights
combined and should be at full advance at 3000-3500 rpm.
After timing is adjusted, re-connect the vacuum advance line.
NOTE: The best combination for any particular vehicle or
application must be determined by trial and error using the
above information as a guideline.
•
VACUUM ADVANCE
For best cruise and light throttle response, a vacuum advance
curve was used with 16° to 20° maximum advance at 14-16
inches of vacuum and 4° to 10° advance at 10-12 inches of
vacuum.
•
HEADERS
For best performance, headers are recommended with the
Performer rpm package. For this application, they should be
2" diameter, approximately 31" long and terminating into a
3-1/2" collector. The remainder of the exhaust system should
consist of dual exhaust and tail pipes, at least 2-1/2" diameter
with low back-pressure mufflers such as Edelbrock RPM
Series stainless steel mufflers.
NOTE: The best combination for any particular vehicle or
application must be determined by trial and error using the
above information as a guideline.
•
PLEASE complete and mail your warranty card. Be sure to
write the model number of this product in the "Part #____"
space.
THANK YOU.
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5
Firing Order 1-5-4-2-6-3-7-8
Turn distributor clockwise to advance timing.
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Figure 2
352-428 c.i.d. Ford V8
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