The document discusses recent advances in cam design driven by computational software and new manufacturing techniques. It describes how negative radius profiles and "plateau" profiles are now able to maximize valve lift and duration even with restrictions, enabled by CNC grinding machines with smaller wheels. Producing these complex profiles reliably requires bespoke production methods and new machinery. These developments are influencing cam design across motorsports.
The document discusses recent advances in cam design driven by computational software and new manufacturing techniques. It describes how negative radius profiles and "plateau" profiles are now able to maximize valve lift and duration even with restrictions, enabled by CNC grinding machines with smaller wheels. Producing these complex profiles reliably requires bespoke production methods and new machinery. These developments are influencing cam design across motorsports.
The document discusses recent advances in cam design driven by computational software and new manufacturing techniques. It describes how negative radius profiles and "plateau" profiles are now able to maximize valve lift and duration even with restrictions, enabled by CNC grinding machines with smaller wheels. Producing these complex profiles reliably requires bespoke production methods and new machinery. These developments are influencing cam design across motorsports.
to increase valve time area whel'l! total lift is restricted es AND INI\lDVATIDN DESIGN PETER KNIVETI Software advances, new manufacturing techniques and developments in production engine valvetrain architecture are pushing forward the frontiers of cam design 19 prof! C osworth's B014 and Iskenderian's 505 Magnum are both legendary cam profiles from the 1960s, but they represent two very different methods of cam design, While the British cams were created using traditional know how, experience and solid testing data, American Ed Iskenderian was pioneering the use of computers in profile design, He was clearly a man of foresight. because more recently that trend has gathered pace across a variety of cam driven by computational advances in both design and production, In turn, this has allowed the development of ever more advanced cam profiles, aimed at exploiting the increasingly exotic valvetrain arrangements of contemporary road-based engines, producing previously unthinkable solutions, But what. if any, advantages have these new computer powered design and . ". www,racecar-engineering,com' October 2007 manufacturing techniques delivered to motorsport users, and how will this shape cam designs in the future? To find out, we interviewed designers from three of the experts in the field - Kent Cams and Piper Cams from the UK, as well as Belgian profile manufacturer Cat Cams, ROAD-CAR ADVANCES Recent years has seen the widespread move to roller tappet or rocker arm valvetrain systems for road-car engines, including offerings from BMW, Citroenl Peugeot and Honda, principally to improve emissions, 'The only way that you're going to achieve a low opening period with the valve area you need to make enough power is with a roller rocker or a radius tappet design: says Kent Cams' Andy Burns, A low valve-opening period - otherwise described as a short duration - helps reduce hydrocarbons and other pollutants, hence why global car companies are increasingly favouring such layouts, Roller rockers or radius tappet designs also offer frictional loss benefits over a conventional flat tappet design, again making a positive argument for their wholesale adoption in road engines, Additionally, these roller rocker or radius tappet designs lend themselves more readily to variable valve timing arrangements, such as Honda's I-VTEC system and BMW's Valvetronic technologies, Given the performance and emissions benefits attainable from these variable valve timing systems, it's perhaps logical to assume that the conventional flat tappet valvetrain design's days are numbered, And that could be seen as a positive development for motorsport, because it also opens up opportunities for cam designers that are already starting to yield real benefits for motorsport engine builders, SOFTWARE DEVelOPMENTS The process begins with cam design software, Interestingly, Kent and Piper both use different versions of Lotus Engineering's Concept Valvetrain program, which allows cam designers to simulate and micro manage almost very aspect of the process before any metal is cut. This includes valve spring and rocker motion, which is then fed back into the design data. 'The Lotus software will output a lift table down to six minute steps and then you just input that data into our CNC machine and it'll grind the shape: explains Burns of Kent Cams' methods, honed through five year's use of the Lotus package. Similarly, Piper's John Crabb enthuses: 'The software enables us to generate a curve easily, as we can generate a valve acceleration curve with the mouse in real time and change it graphically, so you can actually move the lift curve around. This way you can do your basic profile design and then manipulate it graphically afterwards: By marked contrast, Ken Stessens of Cat Cams writes his own cam design software - a process that began while he was Ill' profiles ,the d1ance earea where Iineering's Jrogram, !Signers II manage ~ l t h e process rut. This ~ and rocker !II fed back I 'The Lotus : alift table ,teps and lIIat data into Id it'll grind Burns of Kent led through eLotus >jper's John esoftware 'ate acurve !nerate a urve with the lnd change it :an actuaIly around. This If basic profile Inipulate it rds.' as!. Ken lIS writes his ftware - a While he was Manual cam grinding still has its place, but CNC cam production is increasingly the norm with today's manufacturers still a part-time researcher at the University of Leuven (KUL) - then continued after joining the company full time in 2000. 'Oepending on the kinematic and dynamic properties of the valvetrain, a valve motion requires typical constraints in different areas. For that reason we developed a set of dedicated calculation routines for each section of the cam profile. All of these constraints are taken care of in the initial calculations, so there is no need for any kind of tweaking afterwards. Obviously, joining the sections with high order continuity needs special care to be taken to the boundaries. So this method is pretty much the hard way, but and consistently is a challenge, requiring bespoke cam production methods to achieve the desired results. Specifically, that means utilising smaller than conventional grinding wheels, often requiring investment in new machinery to suit. 'If we're looking at a 35mm negative radius you need to use a CNC cam grinder, such as our Landis 3L with a CBN (carbon boron nitride) grinding wheel. With a small wheel your pressure loadings get very high and the CBN is the only way to cope. It's like a diamond: explains Crabb. Similarly, this new vogue of negative radius profiles has ushered in machinery changes at Kent Cams, as Burns explains: 'The smallest diameter wheel that our manual grinding machines used to take was 125mm, but the best we could achieve with that was a 70mm radius, So we went with Shout of Germany, as it was the only company that could offer a 70mm CBN wheel on its new CNC grinder. That enables us to grind a 37mm radius, and it's the size of wheel the likes of Ilmor and Cosworth use.. : Cat Cams also has the ability to grind its negative radius profiles in-house, but chooses to do it on a manual machine instead. 'After the design is completed, an in-house postprocessor feeds the CNC master cam generator. It will automatically compensate for the grinder's specific geometry to achieve the best possible accuracy: explains Stessens. And judging by the company's track record in this area, this appears more than sufficient in the 'real world' environment. FLATTENING OUT? One of the more interesting side effects of the FIA's decision to utilise valve lift restrictions for Super 2000 Touring Car racing, for example, is how solutions developed in this field are beginning to trickle down into cam profiles destined for other motorsport disciplines. An example of this is the so-called dd Producing negative radius profiles reliably and consistently is a challenge PP October 2007 www.racecar-engineering.com l1li A typical negative radius cam profile - designed to maximise lift with a radius tappet set up the final result outperforms any other design method, especially graphical editing software: NEGATIVE RADIUS PROFILES Increasingly, 'the best result' for the new vogue of production roller rocker/radius tappet engines will incorporate an opening flank using a negative angle. 'The real thrust as far as new design is concerned will be inverse flank profiles that run against a radius tappet: says Burns. 'With a roller rocker engine, such as the Honda K20, you can achieve very high area under the lift curve because you've got that roller, while maintaining relatively low valve opening periods: And Piper's John Crabb agrees: 'Negative radius profiles have been around for some time now. Generally, on a roller rocker engine the more valve lift you want to run, the more negative radius is required on the cam: And that's something Stessens knows all about as he has been designing negative radius profiles for over five years now, including those used in James Kaye's victorious Independent Class BTCC Honda in 2002. 'About all of our road profiles for roller rocker engines, including those on the Renault Clio F4R engine, use negative radius designs: he states. While this development sounds easy on paper, producing negative radius profiles reliably DESIGN AND INNOVATION Accurate, computer-linked proflle analysis assists greatly in maximising cam profile performance High performance surface coating technologies, such as Piper Cam's ava 'super finishing' service (below) are now Increasingly used in it's motorsport applications 'snub-nosed' or 'plateau' profiles number of variables into account, valvetrain is only half the successfully started using 'flat that have recently started to including 'jerk' - the rate of story, because the new wave nose' cam profiles in 1999 appear. The idea here is to change of valve acceleration. of 'plateau' profiles require for engines with a flat tappet maximise the total valve time 'You'd have no valve acceleration attention by designers to ensure follower set up, then applied it area on the profile by opening at all: Burns explains, 'then that the valve is decelerated to the more critical roller rocker the valve rapidly to maximum suddenly massive amounts of properly after it ramps up to powerplants, like the Honda lift, holding it there for as long as acceleration in the initial portion fUlly open. 'There is more to the K20. Latterly, this technology is possible and then closing it very of the cam cycle and you'd have design of a 'flat nose' profile than even used in some of our sports quickly. 'You need to generate to run relatively high spring just cutting a conventional profile cams running trouble free on valve time area to get the power: loadings to control that: Detailed and pasting a dwell section in factory valve springs: Stessens says Crabb. 'It's not an advantage design in this crucial area of cam between: explains Stessens. 'It's summarises. Yet incredibly, to go for duration if your rev limit profiling can mitigate against vital to have all the transitions in there's a cutting edge school of is only, say, 8500rpm. In the old the worst effects although, as the acceleration curve as smooth thought that actually welcomes Super Touring days we'd run a Stessens explains, 'analysing a as possible and match this to the this problem, exploiting the profile with 15.24mm (600thou) mass spring system shows that available spring load: phenomenon to extract more of lift with 272 degrees of the transitional dynamic force, This 'zero lift' or 'dwell' area lift than theoretically possible period. Today, with the Super resulting from with a conventional 2000 regulations, you're looking a discontinuity It's vital to have all profile. Known as at 11 mm (433thou) lift with in the jerk, 'launcher' cams, they thE! transitions in the more period of 288 degrees, but is inversely effectively use the we're getting the required area proportional to acceleration curVE! as lobe's opening ramp by using the plateau: But with the system's to propel the valve smoDth as pDssible PP these designs, as Burns explains, natural frequency. open into a floating 'you end up with a cam that looks So a high order state once at full lift, like it's got a flat top, to achieve valve acceleration is extremely of the plateau is something enabling fractional lift gains in a large amount of area under the important, particularly in a rocker of a challenge, but one where formulae where small advantages lift curve: In practice, this can arm or pushrod engine, as these the recent developments are crucial, namely NASCAR and produce a cam profile with ample layouts have a lower valvetrain in software combine with Super 2000. 'We've done that for power producing valve time area, stiffness and hence a lower experience to produce the a little while now, but it's difficult available without having to resort natural frequency: desired effect, culminating to get right, so that you launch to high engine speeds, with in a valve deceleration that the valve in the right place obvious benefits on driveability. OUERTHETOP avoids overstressing the around the TOC mark. You can get Again, it sounds simple on However, successfully opening springs, which potentially O.64mm (25thou) extra lift this paper, but the detail area of the valve as rapidly as possible could cause valve 'float' and way, but it's not very good for the profile design has to take a within the constraints of the other undesired effects. 'We the valvetrain; says Crabb. www.racecar-engineering.com October 2007 IDESIGN lAND INNOVATION COATING TECHNOLOGIES When it comes to advances in cam design, increasing valvetrain loadings to realise performance gains is par for tfle course. But increased loadings mean increased component wear rates, potentially precluding the plateau-style cam designs from being adopted on power units witln flat tappet thin film of engine oil to break down, with potentially disastrous results for component life. Pleasingly though, there is now a solution, that again has filtered down from the echelons of Fl into the broader motorsport arena, namely Diamond Like Coating (OLC). 'This wear issue is now countered by OLe: Burns media to achieve the desired result. 'It also reduces stresses in the component and helps reduce wear on high lift, short-period profiles: says Crabb of Piper's in house super finishing process. It's expensive (currently around E30 ($60) per follower), but prices are starting to come down. Add on the cost of the OLC coating (typically E20 valvetrains, such ($40) per flat If yeu want the ultimate as the current tappet or E100 Ford Ouratec fer perfermance and ($200) for 2.0/2.3-litre reliability. DLe: is new the a camshaft engine. 'If you benchmark precess have a cam which would stay at the maximum lift for as long as you can mechanically achieve it you have almost a single point of contact on the tappet, but that does create wear issues: says Burns. Combine this with the frequent need to use valve springs with higher loadings to accommodate the 'jerk' on the profile and this all adds up to increased pressures between the camshaft and the cam follower. Ultimately, this can cause the explains, 'which is being applied to cam followers, tappets and also to camshafts to avoid failures and reduce potential scuffing. It requires the parts to be 'super finished' first because if there are any deviations in the surface finish it won't take: Super finishing is another technology from the Fl arena and involves placing the relevant components in a 'rumbler' for eight hours, using a grinding paste-style Diamond Like Coating (DlC) on this cam follower (left) helps minimise the chance of scuff when an aggressive cam profile is used... according to Burns) and the whole process isn't cheap, but if you want the ultimate for performance and reliability, this is now the benchmark process. MICRO MANAGEMENT Perhaps some of the most exciting developments in camshaft technology in recent years are the new CNC grinding techniques entering the market enabling cam manufacturers to realise detail improvements in concert with advances in CAD design and simulation. For example, Kent Cam's new Shout CNC grinder is already yielding gains through its ability to achieve fine tolerances. 'We're still getting to grips with it: says Burns, 'but already we're using it in ways we never even thought of. We can now achieve a tolerance of just five microns down the length of a camshaft and the machine allows us to correct to half a micron: Typically, a manual cam-grinding machine would be hard pressed to hold a tolerance of 12.5microns. Though it was a big investment this leap forward in accuracy has been a necessary one, explains Burns: 'Our customers demand a lobe accuracy within 15microns and angular accuracy within six minutes, which is really tight plus the CNC grinder produces a superior surface finish far quicker than on a manual machine. In one operation you can rough and finish, which also eliminates the need for polishing: Burns confirms that the ...especially when the cam is subject to the same treatment. Current cost is around 100 ($200) to have a camshaft coated October 2007 www.racecar-engineering.com . i I WWW, Pbwslcal Free Hel - Free Hel - Change iiaie(iiI! ~ iiiidiiil -ravel CAT CAMS KENT CAMS Andy Burns TELEPHONE +44 1303 248666 WEBSITE www.kentcams.com Ken Stessens TELEPHONE +3233202560 WEBSITE www.catcams.be PIPER CAMS John Crabb TELEPHONE +44 1303 245300 WEBSITE www,pipercams,co,uk Inside view of Kent Cams' Shout CNC cam grinding machine
cams are now being re-designed using the Lotus Engineering software to optimise the valve lift area, There are some subtle differences in the end of ramp and peak lift figures to increase the area under the lift curve, plus it's the accuracy and consistency of the CNC grinding - you're now getting all those elements joined together, and you're seeing it consistently, so we're optimistic: So is this rush for silicon chip powered solutions universally a good thing? Piper's John Crabb thinks so: 'Computers are influencing cam design a lot now, We're designing virtual cams and customers can now run them in their engine simulation programs: Computers haven't entirely rendered old-fashioned testing obsolete though, Crabb admitting 'we still have the flow bench for validating data: Likewise, Cat Cam's Stessens also sounds a philosophical note of caution at embracing the world of virtual AND INNOVATION Kent Cams' new Shout CNC cam grinder Is accurate to five microns along a camshaft's length upshot of this increased accuracy has already fed back into Kent's design process, and the most obvious beneficiaries are the company's Group N customers, who desire 'maximum tolerance' camshafts, 'Our Group N customers say they want to be within half a thou of the top tolerance and we say we can now get within two microns if we want to! But we go to half a thou for safety, just in case: Enticingly, it's the combination of these new CNC production techniques, allied to established engineering software, that could have the biggest long term impact indicating how the performance cams industry may evolve over the next few years, Like everything these days, incremental gains can be had through small detail improvements, 'Our production capability has now met our design capability head on: says Burns, 'Our generic catalogue Piper Cam's John Crabb undertakes detailed profile analysis www.racecar-engineering.com October 2007 cams at the expense of a more hands-on approach to design and testing: 'Sometimes you just need to take a step back to common-sense methods, or you'll end up with an expensive race engine as a tool for optimising a computer engine model. The trap of the virtual world is that it won't create new ideas itself, In the best case it will provide a brilliant illumination for real world testing, in the worst it will just kill it: Which means for all its recent computational advances, it seems that the future of cam design will still also require good old fashioned human experience for problem solving, a combination of which the godfather of cam design Ed Iskenderian would almost certainly approve, 0