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It is interesting that the big power-adders (Supercharging, Turbocharging, and NOS) all work on the principle of packing more oxygen into the combustion chamber. Turbo even does it at the detriment of exhaust flow, yet a big percentage of performance cams favor the exhaust side...

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Motors running nitrous want that exhaust valve opening pretty soon on power stroke to avoid overheating/detonation , hence the reason for the split........

I changed out the single for a split when i started running the bottle , basicly wanted the split pattern to behave pretty similar to the single pattern on the street , here's the two camshafts , notice overlap remains the same for the two cams as does IVC , only difference being EVO , these are the #s @ 050".

#1
270/270
112lsa
110icl
IO.25/IC.65
EO.69/EC.21

#2
270/278
114lsa
110icl
IO.25/IC.65
EO.77/EC.21

both had pretty similar street manners.

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Hey Ad How did they compare at the track? on and off the bottle?

On a side note, the vast majority of cams that Indy Cylinder Head supplies / recommends are split pattern. Whilst these guys may not be the easiest to speak to over the phone, I'd bet they've used some dyno time trying different types of cams and maybe found whats best for Indy heads. Sorta tells me something