I thought with a tighter LSA you lose some bottom end and gain on the top end

 

i thought a tighter lsa would do the same lose torque and gain some hp?.. but also have always heard a rougher idle less mpg and also harder to tune (on efi ) at least

 

Depending on the cubic inch and many other variables your post is inaccurate. A tighter LSA will generally produce more peak HP & TQ at the expence of idle quality, low rpm TQ (2000 rpm & lower), and "peaky" power curves. For all out power his combo will make more power with a 108 LSA over a 114 LSA. Your statement is basically backwards of what really happens in cam design.

 

I believe centerforce and I know ram also make flywheels for a smallblock with a lt1 t-56. I have the RAM aluminum flywheel for my t-56 swap in my s-10. From there you use all lt1 stuff including clutch and pressure plate

 

Wow, I read his post completely wrong. I agree that a tighter lsa will generally make more power but the main thing to look at is overlap. LSA doesnt determine overlap contrary to most ppls thinking, its the duration combined with the lsa. Overlap is good for power to a point, if running an extremely high duration cam then you dont neccessarily want a real tight lsa. Pro stock motors run high lsa's(like 120+) but they have tons of duration to create the proper amount of overlap. Although in most street builds you wont see much power difference going from a 114 to a 108, it does sound alot nicer though. LSX motors always use really high lsas though so why is that? Im about to purchase a cam for my ls3 that has a lsa of 115 and 237/251 duration, I guess the same principle applies here though. Every motor craves a certain amount of overlap which is obviously determined by the intake and exhaust efficiency. So decide your duration needs and the corresponding LSA will become obvious to achieve your overlap needs. But how do you determine how much overlap your motor likes? Cam science is the most complicated thing in the world and im no expert but im dying to be one, it would be awesome to grind my own cams and watch them actually make power!

 

A carb'd engine can handle more overlap than a FI engine can for tuning purposes. I disagree with you about most street builds not seeing any power differences going from a 114 LSA to a 108 LSA. The LSA (this is the differance of your exh. to int. centerline) of the cam does determine the amount of overlap. Determining the amount of overlap needed is why the cam companies want to know all the details of the car before they spec a custom grind cam. Most of your off the shelf cam's are ground on wider LSA's for general purposes, b/c most people haven't a clue of what they really want the engine to run like. So far the best author to explain cam design for general knowledge that I have seen is David Vizard. The best teacher that I have had on designing cams has been Steve Tanzie at Erson Cams, who basically grinds the majority of your NHRA Top Fuel Funny Cars and Top Fuel Dragster cams being used today.

 

Not sure what your budget is but Darts SHP block is worth a look at.
http://www.dartshp.com/shpblocks.html

 

lol im doing kind of a budget build so no $1,600 shp blocks for now.... but the car is not going to be a street car for the most part probably just a 30mile drive to the strip and back home if i dont trailer it but i think im going to use the cam i have now and run some nitrous at some point this summer....