The reason I say to use a tight LSA on stock type heads is from helping several SB NHRA stock record holders and doing cam dyno testing on several of those type motors, the 105 LSA cams made more HP and torque with the exact same lobes than the cam with 107 LSA did shruggy We tested both cams from 2 degrees retarded in 2 degree increments advancing them up to 6 degrees advanced wrench Both cams like the ILC around 4 degrees advanced up
Any cam ground on a wider LSA with those same legal lobes wouldn't fall out of a tree with a elephant tugging on it with a rope work grin AKA those stock heads stop flowing decently a little under .500 lift and that is what NHRA limits the lift to ( a little less actually) What were the cam specs duration wise and what rpm are we talking here? Stocker cams are limited to .430 lift but any duration is allowed and they typically have a LOT of duration.
"Follow me the wise man said, but he walked behind"
'92 D250 Club Cab CTD, 47RH conversion, pump tweaks, injectors, rear disc and hydroboost conversion.
'74 W200 Crew Cab 360, NV4500, D44, D60 and NP205 divorced transfer case. Rear disc and hydroboost conversion.
2019 1500 Long Horn Crew Cab 4WD, 5.7 Hemi.
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