I need to know what kind of cam I have to order a proper carb & stall converter. I did not build the motor & I'm not taking it apart.

Whats an alternative to figure it out or at least narrow it down?

Known info: GM 350, built for Circle Track racing, 400HP. I'm assuming its not a stock cam because its got so much torque that I need a stall converter.

Admittedly, I suck at motor stuff, thats why I didn't build it.

Anything to lead me in the right direction would be great because I'm just drawing a blank.

 

As far as I know (unless it's a stock crate motor of some sort you can get a part # on), there is no way of finding that the cam info out without taking it apart.

If it's supposed to have ~400hp crank I would say you'd be good with a QJet with maybe bigger jets, or a Holley 750cfm vacuum secondary. Both of those will limit air intake to what the motor can take. As for stall, my 383 has ~460hp crank and I run a 2800 (but I wish I had a 3000-3200) on my 700R4. The higher the stall the worse gas mileage you will get, and I would highly recommend a lockup torque converter built to handle that power!

Good luck

 

Who built the motor?? Perhaps contact them and see what they say. If it is truely a circle track motor I would guess that it has a pretty rowdy cam it and probably has an RPM range that is not necessarly good for driving on the street. Most circle track motors are made to make high RPM power which is great if you are running high RPM all the time, like on the track, but on the street this means winding up the RPMS pretty high to get power. That aside, to find out what cam you have you would either have to degree the cam and measure the lift to know what you have, or you maybe able to pull off the timing cover and check the nose of the cam and see what the part numbers say. If it does not out right say the manufacturer, then at least take the numbers and start checking with major cam manufacturers and hope for a hit.

 

Find tht guy who built it for you.
Did you get an itemized receipt?
Was it a complete motor you bought?
Call the comp you bought it from.

This is known info that the builder/seller will have.

 

It gets a bit complicated, but you could find out the cam specs by ....
1. Installing a Degree Wheel on the Harmonic Balancer.
2. Ensuring your TDC markings are correct.
3. Set up a Dial Indicator on top of #1 Pushrod/s
4. Turn the engine over by hand and note the Intake & Exhaust Open & Close readings in Degrees at 50 thou lift (most cam makers use this lift figure these days) You can calculate the Duration from these figures.
5. Measure the maximum lift of the Inlet & Exhaust.

Or you could just ask the guy who built it!

 

This is the procedure but with the engine installed it will be a PITA to set up the degree wheel.

Here is a description of a GM 400hp late model crate engine with cam specs if this is actually what you have.

Great racing power at a reasonable cost
(400 HP at 5500 RPM - Torque 400 @ 4500 RPM)

This is a factory sealed crate engine package, complete from intake manifold, stamped steel valve covers with racing style breathers, and 8 quart dual kick-out circle track racing oil pan. The Fast Burn 400 engine is a great value with the 1053 forged steel crankshaft, aluminum heads with 2.00"/1.55" valves and hydraulic roller lifters.

The base engine is a Fast Burn 350ci 385 horsepower, with the following parts:

4 bolt iron block
1053 steel crankshaft
5.700 PM rod
High silicon aluminum piston
Camshaft with hydraulic roller lifters
Aluminum head
High rise single plane intake manifold
8 quart circle track oil pan (with oil filter)
Valve cover kit with breather tube
Valve cover breather kit
Special rocker arm nut "kool nut design"

Technical Notes: These engines are sealed at the intake manifold, cylinder head, front cover, and oil pan with special twist off bolt heads. The 355 HP @ 5500 RPM was derived from a superflow dyno using a 4 barrel 650 cfm Holley carburetor P/N 80541-1, 32" long by 1 5/8" to a 1 3/4" stepped header with a 3" collector, and 92 octane unleaded gasoline. Oil pan clears most GM rear steer chassis with stock engine location. Oil pan is 7" deep at sump.

Block: Cast Iron, 4 bolt
Camshaft Duration @ 0.050 in. I/E: 208 / 221
Camshaft Type, Lift in. (I/E): Hydraulic Roller, 0.474 / 0.510
Compression Ratio: 9.6:1
Crankshaft: Forged Steel, 3.480 in. Stroke
Heads, Chamber Size: Aluminum, 62cc
Horsepower: 400 @ 5500 RPM
Intake Manifold: Aluminum Dual Plane
Torque: 400 ft/lbs @ 4500 RPM
Valves (I/E) (in.): 1.940 / 1.500

The lift would be easy to verify with the procedure given by Bob Walker but no degree wheel needed for lift only measurement

 

I just got back for Vick Hill Racing & talked to one of the guys that works there. He says that my motor would have had a 270H Comp Cam put in it.

I'm assuming the H denotes Hydraulic. I looked this 270 up on Summit because he talked about them getting a lot of parts from there so I am guessing a little but I think this may be the one Ive got. (I could be wrong)

Take a look & see if this looks like I'm on the right track or not.

Info below from here:
http://www.summitracing.com/parts/CCA-12-211-2/

BrandCOMP Cams
Manufacturer's Part Number12-211-2
Part TypeCamshafts
Product LineCOMP Cams Magnum Hydraulic Camshafts
Summit Racing Part NumberCCA-12-211-2
Cam StyleHydraulic flat tappet
Basic Operating RPM Range1,800-5,800
Intake Duration at 050 inch Lift
224 Exhaust Duration at 050 inch Lift
224 Duration at 050 inch Lift
224 int./224 exh.
Advertised Intake Duration270
Advertised Exhaust Duration270
Advertised Duration270 int./270 exh.
Intake Valve Lift with Factory Rocker Arm Ratio
0.470 in.Exhaust Valve Lift with Factory Rocker Arm Ratio
0.470 in.Valve Lift with Factory Rocker Arm Ratio
0.470 int./0.470 exh. liftLobe Separation (degrees)110
Intake Valve Lash0.000 in.Exhaust Valve Lash
0.000 in.Computer-Controlled Compatible
NoGrind NumberCS 270H-10
QuantitySold individually.


Give your high performance engine the camshaft it deserves.

Designed for hot street/strip cars,(sounds like mine) these COMP Cams Magnum series cams require a higher compression ratio,(got that, I believe its 10 to 1) rear-end gear ratio,(mines stock right now) and stall torque converter than stock. (working on this in another thread) With a very aggressive profile, these camshafts provide maximum top-end performance for your high performance car. (Good, it should get me to the post office & back in no time)