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Edelbrock performer cam in a 350 with number 7 heads. Ya
On my '68 350 build, with number 7 heads, this engine was "rebuilt", although I am having a machine shop go through it. This is not going to be a hot rod, just a smooth, runner. The engine has an Edelbrock performer camshaft, lifters and springs in it, from 2001. Very little run time. Cam is broken in, so I am considering reusing this. 204/214 @.050. Have any of you used this cam, or something similar in a 350, and if so, how was the drivability?? Something close to stock is what I am looking for. Using a Qjet and HEI ignition.
I have the Edelbrock Performer cam, lifters, 600CFM 1406 carb and intake on my Olds 350 with #5 heads. It runs very well (idles smoothly) and pulls nicely in my '80 Cutlass with a TH700R4 and 3:73 rear gear.
I have the Edelbrock Performer cam, lifters, 600CFM 1406 carb and intake on my Olds 350 with #5 heads. It runs very well (idles smoothly) and pulls nicely in my '80 Cutlass with a TH700R4 and 3:73 rear gear.
Nice. Mine is going into my '74 Cutlass Supreme. It is a highway cruiser. Almost 530000 miles. Original low compression 350. This should spice it up.
204/214 is a very very common cam, might even be the old school "RV" cam. Very mild, it'll idle and cruise basically like stock but with some more oomph.
You'll quickly get hungry for more.
The engine has an Edelbrock performer camshaft, lifters and springs in it, from 2001.
Mild bump up from stock but seems like it fits the bill for what you are looking for.
Basically turns your mid 1970 350s power into late 60s 350 power, minus the compression and gas quality issues. Christian (Olds 307 And 403) has plenty of experience with the cam including track testing. Ran slightly quicker than my 69 while weighing more, but with a much better drivetrain for quickness.
Edelbrock themselves tested the cam on a Chevy 350 but with their high performance heads as well.
It showed 320 hp gross and 382 lb ft gross.
(Chevy L48 270 hp gross and 360 lb ft gross. Stock for 1971.)
(Olds L74 260 hp gross and 360 lb ft gross. Stock for 1971.)
Like I said, used this cam multiple times, including advanced two degrees with 9.6 to 1 with .065" piston to head. It was pissy on 91. Used very cold plugs and reduced timing. A custom tuned Qjet definitely helped. Running the same Qjet on both 9 and a half to 1 Olds 350. I rebuilt it and further tweaked it. Honestly I just ran my current 9.5 to 1 Olds 358 with the same 204/214 cam but only about .045" piston to head, decent quench. I got some pinging on Shell 91 from the same station. I switched back to Coop 91, also non ethanol but moves plenty of Premium. The pinging went away. What is your plan for fuel grade? I am going to a roller and slightly less compression with new Edelbrock heads.
Last edited by olds 307 and 403; Jan 9, 2026 at 05:30 AM.
Mild bump up from stock but seems like it fits the bill for what you are looking for.
Basically turns your mid 1970 350s power into late 60s 350 power, minus the compression and gas quality issues. Christian (Olds 307 And 403) has plenty of experience with the cam including track testing. Ran slightly quicker than my 69 while weighing more, but with a much better drivetrain for quickness.
Edelbrock themselves tested the cam on a Chevy 350 but with their high performance heads as well.
It showed 320 hp gross and 382 lb ft gross.
(Chevy L48 270 hp gross and 360 lb ft gross. Stock for 1971.)
(Olds L74 260 hp gross and 360 lb ft gross. Stock for 1971.)
I just looked up the flow numbers for the 310 HP and 378 ft-lbs weakest version in that dyno test. In the Performer cam lift range probably 230cfm intake and 145 exhaust. They are 253/163 max flow supposedly out of box. I maybe hit those numbers on the ported #6 heads with W31 valves, 9.6 to 1, Performer 204/214 cam advanced 2 degrees, shorty headers and 2.5" dual exhaust, 2350 stall 2004R and 3.42 open with 26" tall slicks with under 10 psi. In a 3750 pound 88 Cutlass, it ran 9.4 in the 1/8 with a 2.1 60 ft. I adjusted the APT on the Qjet a 1/2 turn each run, ran about .1 quicker. I think it had 9's flat in it in the 1/8 mile. My current 9.5 to 1 358 has #6 heads with a 2.07 intake valve with 1.56 stock exhaust, bowls opened with a cutter and a basic valve job. Better quench and full length headers. Definitely less powerful but also a 2100 stall 4L80E and 3.08 posi with a 1.5" taller tire. My guess is 250+ HP and low 300 ft-lbs of torque but who knows without track or dyno data. I would shoot for 9 to 1 compression max, to get there, I would only deck the block to hit 9 to 1. With reasonable timing which should be fine on 87 octane. I would also add a 2000 stall minimum. The stock 1600 rpm won't help with the higher peak torque.
Last edited by olds 307 and 403; Jan 11, 2026 at 08:43 AM.
ported #6 heads with W31 valves, 9.6 to 1, Performer 204/214 cam advanced 2 degrees, shorty headers and 2.5" dual exhaust, 2350 stall 2004R and 3.42 open with 26" tall slicks with under 10 psi. In a 3750 pound 88 Cutlass, it ran 9.4 in the 1/8 with a 2.1 60 ft. I adjusted the APT on the Qjet a 1/2 turn each run, ran about .1 quicker. I think it had 9's flat in it in the 1/8 mile.
Nice, that's much quicker than the earlier test I was going off of. That takes you from a 1/10 quicker than me to a full second.
Originally Posted by olds 307 and 403
With Sanderson shorties with 2.5" X pipe dual exhaust, a stock 1900 stall 2004R and 3.42 open with a Holley reman 800 cfm Qjet. In my 3750 pound 88 Cutlass plus fat me ran a 9.9 in the 1/8 mile with ignition break up over 4000 rpm.
Christian, test weight more like 4000 lbs which I was assuming or did you mean 3750 lbs including you ?
No 3750 car only. Both my cars, were heavier than a lot of cars on here. Both on the same certified truck scale, calibrated at least once a year. My 70 was about 100 heavier than the 88. I should be close to my 88 weight wise with my aluminum head swap.
Last edited by olds 307 and 403; Jan 11, 2026 at 04:00 PM.
