Cam HP capability

The stroke changes the physics a little, as the crank's effect makes the piston accelerate a lot faster away from TDC and the peak speed occurs earlier in terms of crank degrees, and because the closing point of the intake has the ability to alter the cylinder pressures for the same reason. The basic stock port and limited flow will reduce the amount of wave tuning that can be exploited. The 75% intake to exh ratio means a single pattern cam could be used, but with full muffled exh, even good stuff, I dont like to depend too much on inertia helping exh port flow too much. The power brakes means it has to make good vacuum but as I said above, the crank goes a long way to help that. With limited flow, the fastest rate of lift will help, as I said earlier in the thread by getting the port to it's best flow rate quicker. There are various programs that basically use the same formulas, but the end result always has a certain amount of "feel" to it. As far as a recommendation...

I'd go with a Comp Custom flat tappet solid. I do not like to use the .904 lifter extreme rate of lift profiles in cars that need to idle and owners that dont want to replace valve springs every couple years.
So I would use the Ford lifter size fast rate lobes. I've done it with good success with Engle cams in the past. I loved the Cran H-302-2 they offered. So much so I bought one B and one LA of it so I can duplicate it...lol.
For you, this Comp lobe is the MHF series. I'd spec this:
Intake lobe - #7406 270° advertised, 244°@.050 .546 lift
Exhaust lobe - #7408 274° advertised, 248°@.050 .554 lift
112° Lobe seperation angle