Yeah this is what I based my opinion on.
If you add ~46/47 degrees to get an approximation of the advertised to maybe .006tappet lift, so you can maybe compare it to a Comp cam, then I get;
260intake/272exhaust/125 compression/111power/48 overlap; in at their recommended 105-ICA.
Firstly the 260 tells you it's a small cam suitable for a low-C 318. The ICA of 55* keeps the cylinder pressure up so she doesn't go too soft at factory stall. What they did was steal extraction degrees, by making the exhaust overly long, to get the 48* overlap, which makes the idle-lope everybody seems to crave. That leaves just 111* for extraction, which makes for reasonable fuel-economy. The left over 272 exhaust duration looks like a lot, and it is way more than the 260intake needs... but it would allow log-manifolds and not lose much power. So that is how it works from idle to off-idle to almost stall-speed.
But as soon as you wind it up to stall speed,everything settles down,because there is no longer enough time to support the lope which is actually just reversion and intake dilution and poor combustion; and so the .050s become more important. Now the 213/226 tells the story. This is a generous size for a 318, and will make peak power around 4800rpm, about 400 higher than the stocker. The extra rpm makes the power, perhaps 20 or more.
But here's the deal, taking that 260 intake degrees as gospel, and building a fast-rate cam with it, suitable for to use a 904, a guy might choose ; 260/268/112 with .050s of 220/228, and make another 20 hp with a powerband suitable for the auto. The events now are;
260intake/268exhaust/121 compression/111extraction/40overlap; in at 103 now.
So we lost 4* of compression, and the cylinder pressure dropped a similar amount, so we kindof need to increase the Scr to get back the pressure at low-rpm ..... unless you increase the stall. Extraction is the same 111* and the exhaust has been reduced to a more sane level for the 260 intake. So the bottom line here is more peak power with the same intake degrees, but needs a boost in Scr to maintain the bottom end, and midrange; with a slight loss of idle-lope(8*). This would be more suitable for a street/strip car.
But if you are gonna increase the Scr with pistons..... then you might as well aim high, the cost is the same. And then you might choose an even bigger cam, without loss of low-rpm torque. The increased cylinder pressure will really pump up the midrange, and perhaps another 20 at peak. Of course that means a higher operating range, and a new set of gears to trap at the higher MPH.
If you continue this way, you will hit the dreaded detonation wall, or end up with a 4200TC,....... and a trailer,lol.
