Torque = Driveability ? (Engine Masters LSA shootout)
Other test I would like to see, Change the durations and LSA to maintain the same overlap.
228/234 on 106 lsa vs. 232/236 on 108 lsa vs. 236/242 on 110lsa vs. 240/246 on 112 lsa
Not quite the match to what you requested above, but...
1) Hughes HE3844AL hydraulic flat tappet in a 360" motor, 596 castings
286/290, 238/244, IO 13, IC 44, EO 53, EC 11, 108 LSA, .536/.540
- Performer RPM, Carter TQ, idle @850, 6-7" vacum
2) CompCams XR292 hydraulic roller in a 408" motor, W2 castings
290/300, 240/248, IO 12, IC 48, EO 60, EC 8, 112 LSA, .584/.580
- Victor 2920 (single plane), Carter TQ, idle @800-850, 9-10" vacum
Car combo: 3600 lbs, 727, 4K stall 9" converter, 4.10 gear, 28" tall tire
The reality of my ride is that it's a seasonal toy, street cruiser and as much as I would love to brag about it being "balls out" at the track, it is not because the chassis is not setup for drag racing, and well, truth be told I make it to the track once or twice a year!
....BUT...BUT...I knew all that before building the 408 W2 stroker combo...and because I wanted a setup that would give me the "least trouble" on the street I opted for the wider LSA.
The results are what I expected and wanted: an easier tune (still not a cakewalk by any means), and that 2" extra of vacum is a WORLD of a difference in a street car!!!
My next cam will probably go a step bigger, so either 246/254, or 250/260 and stay on the 112 LSA because when I hammer that thing I'm already at 4K and the wider LSA is what works well for well flowing heads like the W2s.
Here is a decent article comparing the impact of LSA changes to an otherwise identical cam specs =>
https://www.hotrod.com/how-to/camshaft-shootout-lobe-separation-angle-tested-explained