Has anybody had any experience with this cam? I am looking to use it in a 350 with edelbrock performer rpm heads, holley street dominator manifold and running about 9.8 to 1 comp. I may even look at stroker kit to 383, will it still be ok or is it a bit tame for the larger engine?

 

Isky used to be a king of cams, but you don't hear much from this co. anymore. I'll be it's good stuff though.

Is this the cam?

http://www.iskycams.com/timingchart....g_chart_id=758

If so, seems a bit small,..not even as big as the GM "151" cam used on hot 327's in the mid-60's.

For what you're doing I'd look at something in the 222* to 224* @ .50 range. And, no secret,..I'm no fan of dual pattern stuff unless you're running stock exhaust manifolds and/or single exhaust.

My opinion,
Wes

 

the chart listing is this one here, a bit more wild than the one you think.

http://www.iskycams.com/timingchart....ng_chart_id=96

 

73 Dark454, I am curious as to why you dislike dual pattern cams? intake to exhaust flow ratios promote split pattern cams on just about every type of V8. I have NEVER seen a single pattern cam make more HP or tq then a split pattern. Just curious as to what you have seen with em?

ISKY is old school. I remember back in the day, EVERYONE ran the Isky 280/.480 with 230*@.050. Cam was a total dog, would not make power in low to mid compression 350s until 4k. I used to rape those guys with my 406" pontiac.

 

Personally I wouldn't use it being ground on 108 centers, it will have too much overlap for a closed exhaust system and kill your low end. I'd stick with the GM 350/350 L-82 cam. It would give you a whole lot better low end torque than the Isky and rev to over 6K with a nice power curve. You could even bump your compression if possible to 10:1 and not worry about pump gas.

 

A friend has one on a small valve stock head 307. he has this cam stock 4brl intake with headers and good exhaust. Idle is a bit rough but ok, he has a 2200 converter and glide. It will drive past a stock 350 and seems to peak around 6000 on his little motor. On a 350 it would peak closer to 5500.

 

Ajrothm,..regarding dual vs. single pattern cams, it's my personal experience that single pattern cams outperform duals but forget that. Here's a post from the Camaro boys (camaros.net) with quotes from some giants of the engine building scene:

If you're studying cam options for your street rig, you might want to consider the following before throwing down your cabbage on a dual pattern cam,..especially if you have good heads.

From David Vizard's 'How to Build a Small Block Chevy on a Budget', p.98:

"Dual pattern cams are for high compression, high rpm applications...on a purpose-built performance street motor, this extra blow-down can cut torque by as much as 5%...some off-the shelf street cams are spec'd this way because the cam designer anticipated their use in engines with standard and usually inadequate exhaust ports and systems. If a street machine is equipped with a free flowing exhaust system, a single pattern cam will, as often as not, be the best choice."

From CHP, 5/02 issue, p. 67 "Cam Basics" by the editor of CHP, Jeff Smith:

"A dual pattern cam employs more exhaust duration in order to compensate for weak exhaust port which is the case with stock heads...the emerging pattern now is that most aftermarket heads offer such a strong exhaust port that the shift to single pattern cam will make more power. Expect to see the cam companies again move back to an emphasis on single-pattern cams as cylinder heads continue to improve."

From iskycams.com, 'Tech Tips', from Ed Iskenderian:

"...a single-pattern cam, always, I repeat always, make more torque!...an actual bleeding off of of low to mid range torque which is always what happens when the exhaust duration is lengthened...racers have long enjoyed longer exhaust durations across the board, specifically for the purpose of 'killing' low end torque...if you needed that longer exhaust duration for the top end, perhaps the intake could have benefited from such a lengthening as well. (For restricted intake racing, Isky says to...) "use such a cam (dual-pattern) at your own risk and don't be surprised to find your exhaust temperatures are unusually high. Your headers may in fact even glow a cherry red. There is very good reason for this. Raw, unburned fuel is burning late in the header/manifold."

"I am not absolutely dead set against a slightly longer exhaust duration as a 2-4 degree longer exhaust lobe is permissable under some circumstances; if you're running a completely stock exhaust system including mufflers for example."

Lastly, from CHP, 6/02, p.94, 'Porting for Power'...read this article. In it,..

...a much smaller single-pattern cam (218/.454) whipped the much-touted XE-268 (224/230 & .477/.480) in both torque and HP, peak and overall,...on a 355 with World SR Torquer heads. (CHP was attempting to compare out-of-the-box heads with ported heads, but they tripped onto something much more interesting.

Fyi

 

Nice post!

 

Good info 73Dark454!

I guess everyone has opinions on the subject. I know the BEST cam I have ever ran was in a pontiac 406", 10-1 compression with lightly ported #16 heads. It was a split pattern hyd flat tap ultra dyne it was 288/296, 231/239*@/050 with .448/.507 lift. That motor ran 12.0s in a 3700lb TA. From then on I have been sold on dual patterns. Although now I am running a 237/242*@.050 and .603/608" lift in my LS1 and it makes good power on the dyno but makes no TQ down low at all. Maybe you are on to something.