dbane261,
Here are the links to the information that was mentioned in one of my previous posts. Note that both the
McGurk Cam Sheet and the
Racer Brown cam card show dual pattern profiles on their cams. Given the different flowpaths in the intake and exhaust ports and valve sizes, it is not surprising to see different profiles. As we know, there is a lot more to defining a cam profile than just duration, lift, and lobe separation. Acceleration ramps, profile asymmetry, "area under the curve", etc. need to be defined.
High lift and moderate duration is certainly advantageous for good torque at low to moderate speeds (2000-3000 rpm?). However, the 235 port design may result in lifts above about 0.450" of little value. See these articles from the 2001 12 Port News.
Duggan article, page 1 Duggan Article, page 2 What little analysis and data that I have seen on flow bench tests of the 235 heads indicates that most of the pressure loss in these heads comes from the small siamesed intake port (about 1.375" diameter) and the two 90-degree turns that the flow must make to get to the intake valve. More than about 0.440" to 0.450" intake valve lift will not help much and put a lot more stress on the valve train. Read the May 1955 HRM article about going to the No. 82 cam.
