ISKY RACING CAMS

• Applications

• Technical Tips  

The name Ed Iskenderian is a legend among racers worldwide. Ed's life history parallels the proverbial success story. While attending Polytechnic High School in Los Angeles, Ed's pet project was building a Model T Ford roadster. Experiencing repeated crankshaft failure, Ed began searching for an engine with a stronger lower end. The actual compression ratio turned out to be a whopping 13:1, an extremely high ratio for the early days of hot rodding. After graduating, Ed obtained mechanical experience working as an apprentice tool and die maker.

Drawing on his tool making  and mechanical experience, Ed converted it to a universal cam grinding machine. This machine  produced camshafts with a noticeable improvement in performance over the conventional racing Ford camshafts. Ed saw that racers could benefit from the advancement of higher-technology in racing so he created the first Hard-Face Overlay camshafts in the industry and became the first to employ computers in camshaft design. With the computer, Ed created the most advanced cam-profiles of the late 1950s and early 60s like the famous 5-Cycle and Polydyne Profile 505 Magnum's along with the very first Hydraulic racing camshafts in the industry. As the new camshafts were delivering greater lifts and durations for higher R.P.M., the resulting higher lift rates required advanced valve spring designs.  Recognizing this, Ed then introduced to the racing industry the first Vasco Jet 1000 Valve Springs after having pioneered the first valve spring assemblies for racing a decade before.

New Cams and Components were not the only thing Ed brought to the young Drag Racing programs. In addition to the numerous racing advancements, Ed also turned his interest to helping the stock/street enthusiasts.  To help fine tune racers' engines he offered the first "Ultra Rev-Kits" for small block Chevy V-8 roller cams and the first anti-cam walk kit for the Chevy V-8s, along with the first offset cam keys and bushings for adjusting cam timing. In 1963, Ed in collaboration with a few other industry pioneers, created the "Speed Equipment Manufacturers Association", now known as the "Specialty Equipment Market Association" or "SEMA".

With the advent of the new small cars and the consumers trend towards economy, Ed turned his efforts to enlarging his line of economy camshafts and components, creating a camshaft that would deliver economy without robbing performance. This led to the newest and strongest line of street/performance camshafts. The SuperCams for economy/performance and the MegaCams, the maximum in street/performance hydraulic camshafts. In the last three years, Ron has developed over 100 new cam profiles using a new computer design program which he developed to cut the design time by more than 3/4. In collaboration with his brother Richard, they have designed over a dozen new valve spring combinations for oval track and drag racing (blown alcohol and top fuel classes).

Isky's present location in Gardena, California consists of a four-building complex of over 75,000 squre feet on property a full city block long. Isky employs over 100 specialists, including engineers and technical advisers to assist the thousands of Isky dealers throughout the world and the hundreds of thousands of Isky customers. To answer the many questions that come in daily from enthusiasts of circle track, off road, drag racing, Bonneville, truck and tractor pullers, monster trucks, street, and stock cars and boats, Ed has written many helpful pamphlets for technical advice on cam installations including installing, valve timing, cam degreeing, dyno tuning, preventing roller cam walk and top tuning tips.

As the world's largest racing, performance, and economy cam manufacturer, Isky maintains a dynamometer testing program for constant improvement of camshaft and valve train design. These tests are conducted daily in Isky's new enlarged dyno facility. To properly evaluate and prove the efficiency of Isky racing cams and valve train components, Isky maintains a continuous engine testing program. Still another dynamometer is used exclusively for the purpose of testing the endurance of racing valve gear components in today's OHV engines. The final phase of testing is accomplished when the newly dyno tested cams and components are coordinated with the best stock and performance equipment into racing cars and boats as well as performance and stock street machines.

The results of these tests are available to all hot rodders, racers, and engine builders in the form of horsepower charts, plus information on carburetion, jetting, ignition, timing, and exhausts. At Isky Racing Cams you can always count on helpful, courteous service, the highest quality materials in all our products, the newest advancements and the finest workmanship available.

Applications

Toyota: 6 Cyl. “Land Cruiser

Toyota: 20-22-R 4Cyl. SOHC

Toyota: 1200cc Corolla 4 Cyl.

Toyota: 1900cc Corona 4 Cyl.

Toyota: 18RC Corolla 4Cyl. SOHC

Toyota: 1600cc Hemi 2-TC 4Cyl.

ISKY TECH TIPS

TECH TIP # 1

Compression Rules: The "Joker in the Deck"

In order to hold costs down in oval track racing today we have numerous "RULE" classes. Cam "Lift" rules, engine "Vacuum" rules, "Carburation" rules and of course "Compression" rules. I for one, certainly have no quarrel with compression Ratio rules, because if you are talking true compression ratio, and it's properly measured and enforced, it is absolute.

On the other hand, if it's a "compression effect" rule or the measurement of cranking compression in the cylinder as read on a compression gauge, then you have just pushed one of my buttons! However, before I begin my tirade, let us review why we have such rules as these in the first place. Do they exist so that we can go faster or slower; to make racing more or less competitive? And, are those who break such rules punished or rewarded? Well you say, the obvious answers to these questions are "slower", "more competitive" & "punished". Wrong! Not when it comes to compression "effect" rules!

Very simply, with a carburetor rule, he who installs a "bigger" one usually goes faster, can be detected and penalized.  Likewise with a "cam lift" or "engine" vacuum rule. You cheat by installing a bigger cam and although you go faster, we can catch you and "you're outta there". Even with a compression ratio rule, you can have your "15 minutes of fame" if you like, but eventually you're going down because we can detect your indiscretion.

 However, guess what happens to those who comply with a "compression effect" rule? Why, they are virtually always running a larger camshaft, go faster and of course can never be punished because they are within the rules!

Impossible you say? Quite possible I contend and in fact this is actually what happens virtually 100% of the time!  know, I'm in the camshaft business! Simply put, I believe compression effect rules are the single most ridiculous rules in existence. Rules that guarantee to keep speeds up, not down and actually penalize those with weaker engines and fewer resources. How can that be? Please read on…..

With a given static compression ratio, you will always have a higher reading on your compression tester gauge with a stock or low duration cam, because you will be closing the intake valve earlier on the compression stroke. The resultant longer effective compression stroke always delivers a higher gauge reading. Now switch to a longer duration cam. Your intake valve will close later, lowering your gauge reading because of the shorter effective compression stroke. Some people feel this is impossible, insisting that if it were true, why will you go faster with the bigger cam? The answer is,

the bigger cam will have higher compression effect in the cylinder at higher engine speeds (where all that extra valve timing can do you some good), however at lower speeds and especially at starter-cranking speeds, the effect will be lower.

If you wish to prove this to yourself, simply recall how in the past you may have noticed losing bottom end torque when installing a longer duration cam. Do you think you lost that torque because of higher cylinder pressure? Of course not, but that is only the logic of deductive reasoning. Lord only knows what the "compression effect" rules people were thinking of when they came up with this stuff. It doesn't make sense and just about any cam grinder I know of, could have told them as much.  On the other hand, there are some cam grinders who are confused about "compression effect" and cylinder flow dynamics. (Perhaps they consulted one of them.)

Tech Tip # 2

What Cause's Intake Reversion?: Once and for all, let us have the truth.

With the proliferation of the Motorsports Industry over the years, many new faces have come on the scene.  In the cam grinding business today, there are many younger, less experienced companies struggling for recognition of their talents and a few have turned to postulating new theories in order to attract attention. However, they are I believe unfortunately, too often guilty of shooting from the hip.

Two in particular are responsible for perpetuating the "myth" that an earlier opening of the intake valve (even by a mere 2 or 3 degrees) causes the phenomenon known as "reversion". Nothing could be further from the truth! This misconception not only defies common sense, it also establishes a false premise from which other, incorrect conclusions can be drawn. Simply put, those who focus on overlap are on the wrong end of the cam-timing diagram!

Reversion, carburetor/Injector "stand-off" or the general effect of the backing up of the intake Fuel/Air charge normally associated with longer duration high-performance camshafts is actually caused by a Later Intake Closing!  How do we know this to be true? The answer lies in the basic principles of physics. For as with geometry and trigonometry, these sacred truths do not change simply because someone chooses to ignore them in an attempt to garner a reputation.

Specifically, when the intake valve opens some 40 or more degrees before T.D.C. at the end of the exhaust stroke, very little (virtually no) exhaust gases remain in the cylinder. The piston is in the vicinity of T.D.C. (only .425" down the hole @40° BTDC - on a typical 350" Chevy with 5.700" rods) and no appreciable threat is posed to the forthcoming intake charge.  The "False Reversion Hypothesis" taken to an extreme would lead one to the equally false conclusion that any overlapping of the intake and exhaust valves is totally undesirable. Automotive engineers of the late 1800's and early 1900's used to think this way.  They were deathly afraid of overlap, so much so they actually employed "Negative" overlap (minus 5 or 10 degrees) to be absolutely sure none would occur. What was the result?  These engines were severely "throttled back" or limited to low speeds and mediocre output. [ Reference: Iskenderian's Tech Article "Cam Degreeing is Simple"] But, more progressive engineers of the early 1920's who performed "brazen experiments" with longer duration cams proved these overlap fears to be only so much "stuff and nonsense", as both power, rpm and performance were actually improved. These engineers demonstrated that overlap did not cause engines to quiver, backfire or lock-up on the spot! Although, the ignorance displayed by their predecessors is easily explained by their lack of experience, (internal combustion engine design being in it's infancy) it was none the less the result of an incorrect hypothesis.

Should you need further persuasion that reversion is not caused by earlier intake opening and the resulting extension of valve overlap, consider this: What happens when you advance any camshaft? The intake as well as the exhaust valves open earlier. Does this advancing of the cam cause more reversion? Of course not. Throttle response and torque are enhanced. Yet, if these theories were correct wouldn't the engine run more poorly, especially at lower RPM? The answer is obviously yes, and because so, these theories are invalid. A brief look at what's happening on the other end of the valve-timing diagram will tell you why.

For when a camshaft is advanced, not only do both valves open earlier but they of course also close earlier - and here in lies the key to reducing Intake Reversion. Close your intake valves earlier and any tendency for the occurrence of Reversion or the backing up of the intake charge as the piston rises on the compression stroke will be reduced. It's not complex, nor is it a mystery. And the circumstances surrounding it's occurrence have not changed. In fact any experienced mechanic could tell you as much, for, as Ed's good friend the legendary Smokey Yunick might say, "Only country smarts are required to solve the problem."

Tech Tip # 3

Longer Exhaust Duration: Is This Really Necessary?

In a Normally Aspirated (unblown Engine)

Most stock camshafts from American production V8, V6 and 4 cylinder engines manufactured today are ground with the longer exhaust lobe duration. Or, another way of looking at this is that they are ground with shorter intake durations! The former embraces the viewpoint that either the Exhaust Ports or Exhaust Pipe system is somewhat restrictive, and is in need of an assist. The latter suggests that the intake system is rather efficient and cam timing can be trimmed back a bit with out much sacrifice in power, in order to maximize throttle response and cruising efficiency.

Take your pick here. There is no absolutely correct viewpoint - because both are probably true!  In a stock engine running at conservative RPM levels, for the sake of overall efficiency, fuel economy and a quiet smooth running engine, this staggering of intake and exhaust duration is quite common and appropriate.

However, High Performance is another thing entirely. Change one factor, let's say in this case, the exhaust system (installing headers and larger pipes) and you have just negated in most cases, the need for that longer exhaust lobe.

Now couple this change with a different intake system and camshaft and you have really scrambled the equation. But, wait just a moment. Why is it that so many people (racers & cam grinders alike) insist on running a cam with longer exhaust duration regardless of what equipment is employed? The answer is "habit". Most of them have been somewhat successful in doing it their way and will probably never change unless virtually forced by circumstances to do so.

Before we go any further however let's review what it actually is we are trying to do with an engine when we attempt to make more power. Our best result comes when we are cognizant of the fact that an engine is basically an air pump.  We pump it in and out (although in a different form) and we have problems when one side or the other is restricted.  Balance or the equilibrium or flow should be our objective, unless of course we are not trying to make more horsepower!

Example #1 (Oval track racing) Here, I have often observed that the most experienced drivers are those who are most likely to run a single pattern (equal on intake and exhaust duration) cam. Why? Because such cams always, I repeat always make more torque! These veterans have a more educated foot and greater experience in feathering the throttle in the corners. They can therefore, utilize the benefit of added torque, in the lower to mid RPM range, to their advantage.

Their counterparts, the younger drivers on the circuit, generally are not as experienced and may at times actually get “crossed up" in the corners especially with a lighter car or when they are learning the ropes. In their case, a longer exhaust duration is often the more appropriate choice. It will often help them to drive better, more "flat footed" if you will, without consequence. But please for the sake of accuracy, let us be truthful. The benefit comes from an actual bleeding off of low to mid range torque, which is always what happens when Exh. Duration is lengthened, not from any improvement. The improvement, (if any) would come because of an improvement in scavenging at the extreme upper end of the power curve and would usually be marginal at best. Yet the so-called "extra power"  potential of a longer Exh.  Duration cam is most often why they are touted - power most people are backing away from at the end of the strait away!

Example #2 (Drag Racing) At the drag strip it's a little different and I feel more honest. Here, racers have long enjoyed longer exhaust and longer durations across the board (If I may add specifically for the purpose of "killing" low-endtorque) to keep the tires from too easily breaking lose. This has been successful and sometimes actually results in a slight increase in top end power - something you can actually use in drag racing since it is a full throttle endeavor through the lights. Keep in mind here though, it's quite possible that a longer duration cam overall would have done just as well or better. In other words if you needed that longer exhaust for top end, perhaps the intake could have benefited from such a lengthening as well.

One of my favorite expressions is how "The Drag Racing mentality has infiltrated the ranks of Oval Track". Many have crossed over and made the switch in the past 10-15 years and some have brought their preconceived notions about how to cam an engine with them. A few may actually read these concepts and if they do so will at least come away with a better understanding of what they are doing. On the other hand they also could find that this information might actually help their cars to run just a bit faster!

Tech Tip # 4

Intake Restriction and Over Scavenging: "Waste Not, Want not!"

It is certainly an over simplification to make the statement "that which is not wasted, should be inducted". However, in the case of restricted intake systems and in particular 2-BBL carb rules, it is not far off the mark. Engines with such restrictions are "choked off" to the point where they will not run much past 6500 RPM (if even that high) without dropping off sharply in power. You might have trouble running very fast yourself if someone had your windpipe choked down to say 50 or 60% of it's normal capacity. Under such conditions, would you volunteer to give blood at the Red Cross? Of course not, but without knowing so, racers often do the equivalent with their engines by running a camshaft better suited for a 4-BBL class! How So? ….

If you'll recall in last months tech tip: "Longer Exhaust Duration: Is This Really Necessary?" I discussed how, through habit, many racers and cam grinders alike are predisposed to running camshafts with longer exhaust durations, whether they need to or not! Well, in the case of restricted intake applications, if there was ever a situation in which you'd want to avoid the longer exhaust "trap" it's here! Especially the 8, 10, 12 or even longer degree spreads, I often discover people employing.

Use such a cam at you own risk - and don't be surprised to find that your exhaust temperatures are unusually high.  Your headers in fact may even glow cherry red. There is a very good reason for this. Raw (unburned) fuel is burning "late" or in the pipe (header/manifold). You may have a good equilibrium of flow going here but there is just one problem. Much of what should be inducted into the cylinder is being scavenged out the exhaust! You see, although back pressure in an exhaust system can be restrictive, the only thing that could be even worse is a reduction of it to the point where you are now, in effect pulling a vacuum. In the case of an intake restriction, very slight back pressure is preferable to avoid "over scavenging".

Yes, Yes I know. You are probably thinking "what's wrong with a little scavenging?". Well, nothing if you can afford it. But with intake restrictions (either small 2-BBL carbs and/or restrictor plates) you must be very careful. You already have reduced intake potential and therefore simply cannot be cavalier about valve overlap and scavenging or you'll be way down on power and have those nice bright cherry red pipes to show for it! Case in Point: One racer who called me was in this exact situation and was running, not surprisingly, a 14 Degree longer exhaust duration. It was Friday afternoon and he needed a cam the next day for the last "points race" of the season and UPS had already picked up at Isky. "Too Bad" I said, "You don't have a set of those low ratio break-in rocker arms because they could really help in this case". " I do have some" he said "but they are only 1.2:1 ratio - is that okay?" I told him to use them (on his exhaust valves only of course) and he finished the race 2nd having come from the back of the pack. Later we made him the right cam so he could avoid this make shift approach.

Unfortunately, the symptoms are not always as obvious as in this case to allow for a speedy diagnosis. Also, it's not only longer exhaust duration that causes the problem. Although it is usually the primary offender, it is often coupled with too close a lobe separation angle of say 104 Degrees. A widening to 106 Degrees or preferably 108 Degrees (some go even wider) is usually prudent.

I am not absolutely dead set against a slightly longer exhaust duration in these cases as a 2-4 Degree longer exhaust lobe is permissible under some circumstances (if your running a completely stock exhaust system including mufflers for example). Each case is different, depending upon the equipment employed. I might even recommend shorter exhaust duration to some; if I feel they have "overdone" their exhaust ports and or exhaust system a bit. What matters is the end result and if you're out of balance on one side simply employ what I call the "Great Law of Compensation" to bring you back to that equilibrium of flow.

So, how can you tell if you may need to make some of these changes in your camshaft? Well, short of trying a lower exhaust rocker arm ratio, you can increase exhaust valve lash .004" - .008" temporarily to see if there is any improvement. You can also try and increase restriction (smaller headers or pipes, or in the case of open headers a longer collector) and simply observe the results. Remember, "One test is worth a thousand expert opinions". Keep this old axiom in your "tool box" and you'll be ahead of the game. How do you think Smokey's shop got to be "The best Damn Garage in Town" anyway? Yes, he had those country smarts, but his experiences in racing and his willingness to test are legendary!

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