Originally Posted by ILLINTENT

Wow. Awsome tech. To add to the discussion, how does positive manifold pressure effect these calculations? It would seem that all of the aforementioned science pertains to motors that have to suck in their own intake charge, what about FI?

This is especially critical in my application, I am running a turbocharged engine, but am limited to .550 lift. How should I manipulate the valve events to "work around" lift limitations?

My thinking is to engineer the motor to make the best peak power within the constraints of the rules, and then tune the chassis around the "less than streetable" torque curves. Furthermore, with a turbo and a properly set up converter, I believe I will have more torque than is hook-able anyway. Does this seem reasonable?

Originally Posted by edcmat-l1

First off, i'm not a turbo expert. But, I do know that with any FI you decrease the need for scavenging. And actually, too much overlap (which promotes scavenging) in a FI application, will hurt performance.
Most FI cams have much wider LSAs.
The need for hi lift and long duration are gone as well.
That being said, blower motors have different needs than turbo motors.