Isky cam specs

Any can grinder will tell you you need a different can if you advance it 12 degrees . if you reground that can held the 112 cl the new can to have the same ivo ivc would have 255 degrees intake duration at the same lifter rise as it was at 230 degrees duration . any degree you advance the centerline to adds to the ivo and ivc evo and evc at that lifter rise valve events are known at. Its Palin and simple increase stroke increases piston speed and length of cylinder given that anyone can see you need more duration from the same head and valve to fill cylinder .

Edited by mgburchard - 09 May 2015 at 9:24am

mgburchard wrote: Marty advancing the intake caused your exhaust duration to increase over 20 degrees in duration

Saved.....the duration doesn't increase 20 degrees by advancing or retarding the cam you nitwit. When the valve events happen change . Dang boy, you don't know the basics.

mgburchard wrote: DrAllis wrote: Intake opens at 3 degrees BTDC.....Intake closes at 48 degrees ABDC..........Exhaust opens at 38 degrees BBDC......Exhaust closes at 13 degrees ATDC.   Actual valve lift is .460" Intake    .458" Exhaust. Thank you . 232 degrees of duration on intake and exhaust .ICL is 112.5 exhaust cl is 102.50. Oh 16 degrews of duration Specs for 175 can as installed per power is knowledge manual

Thank you for enforcing my point. Now I've measured a bunch of stock cams to see any difference. Its wrote down in a book I keep at the shop. What I found was 112-113 intake centerline. Just going from memory here, but I think the .050" duration numbers were about 176* or so.

Now let's do the old trick of taking a stock cam and advancing it 1 tooth. Well our intake centerline now becomes 99-100* atdc, or the intake closing point moves from 48* abdc to about 35* abdc. What happens? The engine makes noticeably more power.

You want to close the intake valve 115 abdc........I do hope you realize that that thing called the piston is moving up in the bore and has already passed the half way point, it's moving rapidly and slowing down. Hoping to finally compress some of the air you have blown back out the intake tract......just think of the other cylinder paired on that port fighting for a breath while the air has stalled and reversed direction.

Good luck goof troop. Make sure to show us a video and let us know what events you will be at.

DrAllis wrote: I keep thinking the Tennessee State Educational system has failed miserably in Reading, Writing and Math ??

lol OK let's try again the engine was turning 4 grand so there was a over 1100 rpms lost due to tire slippage making 9.8 it slowest run to date

O.P.S. Heads wrote: You have an incredible knack for missing the point.

Intake opens at 3 degrees BTDC.....Intake closes at 48 degrees ABDC..........Exhaust opens at 38 degrees BBDC......Exhaust closes at 13 degrees ATDC.   Actual valve lift is .460" Intake    .458" Exhaust.

Yep it was spinning a little over 1100 rpms then .O'Brien will you post the 175 valve opening and intake closing degrees from the power is knowledge book ? Pankeys is locked up in shop

You have an incredible knack for missing the point.

30 years ago I had a WD 45 that bought to pull with. I bought the tractor for $325.00. The engine was assembled by Doc Allis using used 4.125 bore M and W pistons and sleeves from a WD - WC machined to work with the 4.500 inch crank. 240 raging cubic inches that on it's best day it had 73 HP on the M and W dyno. That is what I started pulling with and it was a lot of fun as far as being able to win over and over again without any breakage. The only maintenance ever done was changing the oil, plugs, and points. Now by todays standards it wouldn't be much, but I don't think I had $1000.00 in the whole thing including paint.

Your claim of second gear(if that is real and not make believe)is lacking data as usual and doesn't say much. Mine would do that any day of the week in any town at 3500 lbs. with 14.9 X 38 tires. Yes it would complete the run and spin it out - not die.

If anyone is dumb enough to give you $15,000.00 cash to work on a W 4 cylinder engine what you product better be good enough to run road gear no matter the weight. I doubt we ever see any video of anything you supposedly build and I doubt you get many takers on your amazing offer....


Edited by O.P.S. Heads - 08 May 2015 at 5:59pm

mgburchard wrote: Larry call pan key 4two three7794425 he says as long as nitwits are on here I can't say anything else

Neat. Attach the video.

Someone do the math. 9.8 MPH in 2nd gear with 38 inch tires = how many RPM??

So let me restate my previous post: Single digit MPH for $15,000.00. Where do we sign up??

O.P.S. Heads wrote: $15,000.00 for something that(theoretically)goes down the track at 3 MPH. Simply impressive.....

slowest run to date is 9.8 miles an hour second gear

Larry(OH) wrote: How about going to a roller cam? Any benefits? could a guy take a Hillborn from a SBC and cut it in 1/2 and adapt to work?

pank says not really and it's a lot of work just to go to a smaller diameter roller. Wheel than the 1 1/4 inch allis mushroom lifter.pank says finding a cam cheap that somebody doesn't like and paying to have intake love on two and three reground helps more than anything. Keeps cost down from having full cost of having one cam ground twice

How about going to a roller cam? Any benefits? could a guy take a Hillborn from a SBC and cut it in 1/2 and adapt to work?

No I think the blow hards blow each other while dreaming the engine is running while they take turns spinning the blower by hand

That's awesome. A junk throttle body hanging on a carb. See the linkage behind it ha going onthe carb......

Anyways let's play along. Prank says its a constant flow system with 4 injectors in the manifold. 1200 cfm throttle body. There's no radius and a 90* corner to get the air from a 1200 cfm throttle body into a 120 cfm manifold. So the throttle body actually hinders what an unmolested manifold could do of it had a fighting chance.

Now let me lay out out, 1-2-4-3 firing order. Constant flow spraying in manifold. Cyl 1 gets a drink, cyl 2 gets to small of a drink. Cyl 4 has had a lo g time before a drink and it's a big one and poor cyl 3 gets to small of a drink, meanwhile cyl 1 had a break and gets to big of a drink.

Now how do we controlled the air to the system? We have a 1200 cfm throttle body on a 120 cfm manifold. So the throttle plate only rotates a few degrees in order to allow the engine to get all the air it's going to get.

We controlled the fuel through a barrel valve in a constant flow system. The barrel valve is hooked by arms and linkage to the throttle shaft, or we could hook it to the throttle itself.......so we have no way to synchronise the barrel valve to the throttle as it rotates only a few degrees to get to WOT for the engine.

So this fuel system of panks must be a real marvelous piece of engineering?......an attempt to be a big shot fuel systems engineer? Or just the rambelings of an idiot?