Some time ago I got a cam recommendation from Mike Jones, and this is what he recommends for my particular combo. 440-1 heads, 528 cubes, alky, 15/1 compression.
Intake lobe-318 @.020 , 284 @ .050 , 205 @ .200 Lobe lift .510, 1.7 rockers - .867 gross, .020 lash.

Exhaust lobe 340 @ .020, 296 @ .050, 217 @ .200 , 1.7 rockers, .816 gross, .020 lash.
Those are some big lift and .200 numbers, the rest is very similar to what I have now, only less lift and a lot less .200 duration.
Since I had to order new lifters, I bought the EZroll Red Zones which will improve durability a lot, and allow me to consider this big cam.
To see if I can make this all fit I am checking into B1 intake valves which give me another .050 installed height to make a max height of 2.100. That then will let me use PAC 1248 springs set where I want them, not crammed in at 2.050 and ending up with a lot of seat pressure. The pushrod clearance may be tight, so that and rocker geometry will have to be gone over. This whole deal isn't going to be cheap, but going fast never is,,,,,,,,,,,, but is sure is fun!
UPDATE: the .200 duration numbers are 205 and 217, not what I had posted earlier.
I ordered the cam, and Mike said to run either the PAC 1248, or go to a PSI spring which is identical to a PAC 1228. I am going with the 1228. He said install the 1228 spring at 2.000 for about 305 on the seat and 800 at max lift, coil bind is 1.100 so I am good to go with the valves and pushrods I have now if I buy +.100 retainers and +.050 locks to get some room for the final height. So once I get the heads back I can see if I need to increase clearance for pushrods to block to make room for the 1.7 rockers. I am hoping this is all worth some decent hp, ( maybe 25?) or is that overly optimistic?

Sounds like fun!!

Why not use a Manley 221424 spring? The Manley spring will handle .880 lift and it sets up at 2.00 installed height. That way you don't need to buy longer valves. Get the polished version for a little more durability.

I use these Manley springs on my EZ heads with similiar type lift.

I will only need them on the intakes, and would like to keep the same retainers and locks. I am concerned about being on the edge or short on spring pressure. I am no cam expert, but this grind looks pretty stout. I am shooting for 300 to 335 on the seat, 800 to 825 at max lift. If the PAC 1247 springs will check at 310 at 2.050 and max coil bind is 1.130 or less, that is also a possibility, and would save some $$, I would only need eight springs.

I wouldn't run the 221424 with that cam, steel 2.3 valves, 1.7 rockers, at the rpm you like to turn the motor.

From what I've seen, the pac drag race springs often have noticeably more pressure than spec, even after they have been compressed a few times.
The 1247's I used the other day were around 340 @2.040 height.

I would step up to at least Titanium intake valves.

That has been on my mind, but the $$ well is going dry with getting this deal together as it is. Setting the rev limiter to 7400 just came to mind.

If you are having valve train issues (float or lofting), you would be surprised at how much Ti valves can help.

Just for comparison for valve springs, here are my cam numbers :
Custom cam from Cam Motion :
Lobe size Int 1.490 exh 1.465
Intake lobe 313 @ .020 , 280.4 @ 0.50 , Lobe lift .4387, 1.8 rockers = .78966
0.25 lash, but I talked to Com Motion and I can try lash down to 0.23 also.

Exhaust lobe 330 @ .020 , 289.9 @ 0.50 , Lobe lift .43039, 18. rockers = .77471
Don't have the .200 numbers.
Intake valve open 32. BTDC close 68.2 ABDC, centerline 107.8
Exhaust valve open 79.9 BBDC close 30 ATDC, centerline 115,8
LSA 111.9 , valve overlap 62.3 crank deg.

My cam is a little softer than the suggested cam from Mike Jones.
/Tom

UPDATE: the .200 duration numbers are 205 and 217, not what I had posted earlier.
I ordered the cam, and Mike said to run either the PAC 1248, or go to a PSI spring which is identical to a PAC 1228. I am going with the 1228. He said install the 1228 spring at 2.000 for about 305 on the seat and 800 at max lift, coil bind is 1.100 so I am good to go with the valves and pushrods I have now if I buy +.100 retainers and +.050 locks to get some room for the final height. So once I get the heads back I can see if I need to increase clearance for pushrods to block to make room for the 1.7 rockers. I am hoping this is all worth some decent hp, ( maybe 35?) or is that overly optimistic?

How many here use the theory that closer to coil bind is better?( say 060"-080") to not risk getting coil surge with bad harmonics?
As I understand, you can never be sure at what rpm band it might emerge? But leaving to much play at full lift may become a problem with some combinations?

There are many threads on Speedtalk about this subject, if you do a search.

The PAC 1228 springs show 300 psi at 2.057 on my tester, would have .080 clearance to coil bind at 2.030, about 320 seat pressure and end up at 830 lbs over the nose with net lift of .847. Coil bind checked out on one spring at exactly 1.100, the listed spec.
The max installed height I see is 2.057 with a .030 thick spring cup, Manley .100 plus retainers and +.050 locks with my Indy 440-1 heads, as cut from Indy. The pushrods just barely clear on some intakes with the 1.7 rockers and 7/16 pushrods. This is with .180 offset intake lifters, which reduce the clearance at the top of the block, which is an early Mega block.

I do and so do some builders I know...........

On the race motors with roller cams and the good valve springs I will mock up all eight cylinders with lightweight checking springs first and set the cold lash and measure all max lift at the retainers on all 16 valves, once that is done I then set all 16 springs up so they are within .060 to .080 from coil bind. Preferrably closer to .060 than to .080 I recheck them with all the correct parts on with the lash set the same and I normally see between .015 to .020 loss of lift at the retainers with the race parts in the motors