Seems like there are a few people confused here by the term 'flowed'. When someone refers to the term 'head flow, it means the maximum theoretical HP potential that the heads can deliver. Nothing more than measuring the amount of flow at various levels of valve lift, (starts at .0" lift to usually .700" lift for street engines) usually measured on a machine called a flow bench using water. Most modern 'Superflow' flow benches use 28hg of water for the measurement.
For instance, I have a set of Chrysler heads here that have been ported, larger valves, 11/32 valve stem diameter, nail head intakes, tulip exhaust valves (we'll get more into valves later if you want) etc, etc. They flow 280CFM in the intake port at .650" lift, which equates to approximately 575 HP potential. These heads will be run on a 408ci stroker with 11.3:1 static compression ratio. They're a little down in the exhaust flow and a little slow to get to 280CFM. So a cam with more lift and or duration on the exhaust may be required. Maybe a split duraton cam to aid in cylinder filling and exhaust evacuation...
Now it would be stupid of me to select a camshaft that was best used in an engine with a maximum of 245CFM intake flow and low compression. Or running a cam based on a recommendation that someone else has had success with, without asking about his heads, valves, manifold, compression, carburation, gearing, converter, his weight, the weight of his car, his header primary and secondary sizes and total length, tyre height, etc, manual or Auto...Get what I am saying here?
You're not going to know what you're heads are doing until you get them checked. Seriously, if you are considering having your heads ported ensure that you get the flow sheets for the heads and or you know exactly what they flow at given valve lift. That way if you want to change the combo down the track you're gonna be able to make appropriate selections on cam and compression combinations based on true accurate figures. Not bullshit "She'd be about 10.1 mate, heads flow about 500"
So all I am saying here with respect to camshafts, which by the way is NOT the heart of your engine (Your heads are) is before guessing about what's best for YOUR particullar engine is FIND OUT WHAT YOUR HEADS FLOW. Get the right cam the first time based on the flow of your heads and the other variants as described above. You may find that Comp Cams, Erson, Crower, Lunati, Crane, Crow, etc may make a cam that will fit your engine exactly. Anything less and you're robbing yourself of good HP.
Sure recommendations do count for something, but the question I put to you is do you want the best HP for your current combination, or are you content knowing that you may have an extra 50+ HP waiting to be unleashed by just doing a little basic research?
Lastly, TOCA don't just produce sheet metal intake engines mate. My recommendation was to talk to Mick Campbell and pick his brains. He know's what it's all about. There's one thing that will speak volumes and that is experience... If not Mick, then anyone else that understands that piecing an engine together is more than just a set of pistons, a comon cam and manifold combo. But I suppose that's what seperates the men from the boy's, I guess. Depends on how seriously you take the subject of building an engine or if you're just content on being a follower... Makes no difference how you want to play, I just wanted to help. Obviously I was wrong and should just shut the frig up and keep everything to myslef....
Troy