Street 360 W/.528" P.S. Cam

forphorty said
The engine in the Speedtalk link you provided is a a Super Stock engine that operates in the 5500-7500 rpm range . I don't see how the considerations used to determine optimum LSA for that particular engine are applicable to the typical street/strip combo.

Same guy who reconfigured and tuned a Street/Strip ford small block making 2 HP per cube on Pump Fuel wrote this:

"A wide LSA with a high flowing port enables a cleaner mixture to be achieved inside the cylinder, the wide LSA reduces exhaust overlap contamination and intake reversion. Provided you can achieve the energy necessary for sufficient vaporization by other methods then wide LSA will gain more power and better emissions from the engine. Better emissions translates into longer engine life and less oil contamination etc.
In terms of cylinder fill it is better to balance the amounts of intake ram which is occuring at the beginning of the intake valve opening against the fill percentage at the valve closing phase. LSA is influential in that. Flow in the port build over time and the intake ram can kick start it or finish it off , I think it is better to edge toward the finishing rather than the start as most intakes have no hope of getting good ram pulses at the start, especially common single planes etc. A wide LSA helps in that regard.
with good droplet condition and good smooth fuel delivery with no dry air pockets a wide LSA cam can rev and power to just as high a rpm as a narow LSA but with the added torque spread of the wide LSA. So the car is a better driver overall. It doesnt seem to benefit a narrow LSA as much by correcting the droplets and fuel curves etc. A narrow LSA allows the piston to pump the exhaust backwards up the intake and you cant stop that with the carby much. So what you can gain from wide LSA is more than how you can fix a narrow one."