Just wanted to pick the brain of the camshaft gurus please. I am currently building a 440 .030 over 10.5 CR and will be topping it off with some Trickflow 240 heads and the 6pk setup. Backed by a 727 and 3.55 gears or 3.23 not sure yet. The car will mainly be a street cuiser, It's got a 22-2500 stall, I would like good street manners, ease of tuning that idle AFR, broad torque range but an engine that will be respectable in the 6k+ range. I want to take advantage of the excellent trickflow airflow. I will be using a Solid Flat Tappet cam. As is my preference. I am looking for suggestions since I will be having the cam custom ground. Here's what I am thinking so far;

550 lift In/Ex
112 LSA?? I am aiming for ease of tuneability of the 6PK
230-236 @.050 duration?? Not sure if that's too much
What should the overlap be? Mid 60's??
Any other spec I should be considering?

Honestly I am still learning the effects of LSA, overlap. I have read multiple articles, most apply to Chevy SBC and I have an understanding how much the cylinder head combustion chamber plays a roll in all this so the few Mopar big block info available obviously uses the wedge head design thus changing the data vs the heart shape of the TF. Or I may just be overthinking it.

I intend to use Engle to grind the cam, I have had great experience with them in the past. They usually offer great advice but it's the weekend and theyre close so I thought I would get a leg up on advice during the weekend.

Thank you

My apologies I failed to mention that, Edelbrock 6pk manifold and long tube headers

Yup I’ve already talked to Bob a few times. Problem is that he doesn’t have any cores to have a cam grounded from. It’s been a few weeks since I talked to him I could reach out again to see if anything has changed.

On my 440-6, I went with a hyd. flat tappet cam with about 250 degrees of duration (@.050") and .550 lift. I ran long tube headers as well. What made a HUGE difference was having the carbs dialed in by someone who specifically knows six pack systems really well. Most of us know how to change, jets and power valves, but there are guys out there who know what factory 3x2 systems need to work with a bigger cam. I had a NHRA Sportsman Class guy do mine, and it was night and day.

As far as your camshaft goes, the duration on the camshaft is what forms your power-band. You're running good heads that can easily take advantage of more duration than you're wanting to run. The limiting factor in your combination (as it relates to a cam choice) appears to be your stall speed. With 2000-2500 rpm stall (perfect for the street) I think you're going to want a camshaft with between 230-240 duration at .050" lift on a 440. Any more duation and I think you may need more stall to match.
I agree an LSA of 112 may be a good choice for your power brakes. A general rule of thumb is that the tighter the LSA (bigger number) the more tame your idle characteristics will become and more engine vacuum you'll produce. So an LSA of 112 will idle smoother than say a wider LSA of 108 degrees.

Don't spread misinformation about LSA, Lobe separation angles means when the cam lobe is at max lift from TDC, the same lobes ground on 104 LSA will have a lot rougher idle with less manifold vacuum than a cam with the same lobes ground on a 112 LSA due to less over lap at TDC on the wider LSA
Another change by widening or tightening or widening the LSA with the same lobes is generally tighter makes more bottom end losing top end power and wider loses bottom end while gaining more power higher in the RPM band.
Poor flowing heads like tighter LSA to benefit the bottom end and better heads can use wider LSA with more duration and lift to allow the motor to make peak HP at a higher RPM. Don't forget that the lobe design and how much lift and duration as well a LSA need to be optimized to get the best results from any motor and combination of race parts or street and strip parts

Lobe seperation angle has nothing to do with tdc.It is how many degrees the intake and exhaust lobes centers are apart from each other.

Lobe separation angle is simply the angle between the the lobe centers.

Where those occur with relation to tdc is up to the engine builder.
The amount of overlap is directly related to LSA and cannot be changed.
Again, all that can be dictated by the builder is the timing of the events.

Exactly. Nothing more, nothing less.

The lobe separation angle is the only cam duration spec that is given in camshaft degrees.

It is not directly linked to the installed “centerline”......... which will end up where the assembler puts it.