I have a 230/236 roller cam in my 468. I had it ground on a 114 LSA. I question if I should have left it at the 112 LSA. The whole thing with the Lobe seperation gets fuzzy because you really need to go by valve opening/closing events to determine the overlap instead of the # of deg between the lobes. The reason I bring this up is the LSA or overlap really makes all the difference in how the car will behave. With the 114 LSA I get a very smooth idle and lots of vacuume. The 2.5 exhaust give a good tone and with my head in the engine compartment it sounds like a stock 400 idleing. The close LSA typicly will give a higer peak HP/Torq #s, a wider LSA will typicly give a better average HP/Torq #s.

Its the whole combo of parts that really matter. I ran a H10 Ultradyn cam on a 110LSA in my GP and it it ran great. I had a Torquer II intake/edlebroch carb and 3 tube cheepe headers. When I put this same motor in my FB with LBM and stock intake it idled terible and seemed to be way down on power. The Q-jet hated the low vacuum. Also I learned that tighter LSA like headers becuase of the scavaging effect. Now with the new roller its a whole different car. Very hard to describe as its much more tame and faster at the same time. The one thing I regret is putting the 13" continental convrter in. I should have maybe put in the 10" converter. The cam really does need more stall. It stalls at 23-2500 and the power doesn't seem to come in until 3000 and then pulls like a freight train.

In short the cam selection is critical and very subjective. I don't think I would ever go lower then a 112 LSA in a mostly street driven car again. I don't think I would ever run a non-roller setup again either. Nore would I run under 428 cubic inches, but that is just me.

The question you might want to ask is how much vacuum will you have (I would want around 12 or higher), What RPM will you expect to idle at (I would want 800 or lower).