Since I had to pull my engine I'm planning on ditching the LT4 hot cam. I'm running a .60 over 350 with around 10.6:1 compression. I have the EQ lighting vortec heads (2.02 Valves, 185CC runners), 28# injectors and a Stealth Ram with 52mm BBK throttle body. I was hoping for a more aggressive cam that will still keep decent vacuum at idle. I have comp 1.6 rockers and comp springs allowing for up to .585 lift. Thanks for the help.

I was thinking either the zz409 cam
http://www.hawksthirdgenparts.com/pr...B47%7DLT1.html

or this comp XFI

http://www.jegs.com/i/COMP-Cams/249/...rentProductId=

Would my 2000 stall be too small to run either of these?

I think the Hotcam is great for a 350. I've seen it and LT4 heads make 375rwhp on a mustang dyno a long while ago and to me that's nice power.

230/236 is pretty much next then 236/242 which is streetable and lumpy.

ALL of these cams appreciate a 3600 stall....

Do you think it would be better to just get a stall and keep the LT4 cam? I'm currently running a 2000.

If you want to run decent times at the strip and you have DR's or slicks, then yes, far more bang for the buck upgrading the converter than changing cams.
2000 rpm stall is too tight for the Hotcam, and ridiculously tight for the other cams mentioned in this thread.
Also, the Hotcam makes better average power advanced to a 106-107 ICL rather than the "drop in" 109 ICL.

How do you go about changing the icl?

Get a camshaft offset bushing set and locking plate. They're common from anyplace that sells cams and timing sets. Mr. Gasket makes one.
Ream the timing gear bolt holes and drill the locating dowel pin hole per the bushing set instructions, and install/orient the offset bushing required to correct the timing. Use the locking plate to hold it all together and some locktight on the bolts

You may want to double check your compression ratio and pump gas compatibility. Did the current combo run ok on pump gas? Thats a lot of comp for a iron head car. If it did run, please check out the thread by skinny z. Hes having issues getting a 10.4:1 comp 224/230 xfi vortec head combo to stop detonating on the accel hit.

Your combo will definately need a large cam to bleed off cylinder pressure. 280xfi is great, very driveable but good lope. Pulls hard up top. For a 355, i'd recommend 4000 stall, but you can get away with stock stall for a driver, it just wont come off the line at the track, if you ever race it.

X2 plus the posts I have made in the Skinny's thread.

Current combo ran perfectly fine on 87. Heads were even pulled at around 5000 miles due to the valve dropping and the heads and pistons both looked perfect with no signs of detonation. Timing was at 6* initial.

The current cam pulls hard up top (really pulls after 3500), in the event I do stick with it should I get a 3500 stall? or do I want it to start afterwards? It redlines at about 6000.

Good points, guys. I glossed over his CR in the first post.
Yes, if you've been running OK with that build and the Hotcam, advancing it might just tilt you over the detonation edge.

BTW, that Hotcam has very gentle "lazy"? ramps, so even at 218 .050" duration, it might be bleeding off more cylinder pressure than the "Extreme Energy" ramps on skinny's 224/230 cam. Or.......this engine may not be built/sealed as well as skinny's.

I was just as surprised as you guys to find that CR. Even had the machine shop that's replacing my valves check it out. I think the cam is the reason it doesn't knock, I'm only running a .28 head gasket. I'd imagine my engine was sealed pretty well and if it wasn't we'll be finding out in the next week or so when I replace the rings and pistons (again). Skinny's problem sounds more fueling related to me rather than a matter of his compression being too high. It seems like it can't get fuel fast enough to compensate for the spike in air and spark, but I'm probably wrong, I'm new to this stuff.

The hot cam i believe was 279/290 advertised so it does abit more pressure bleeding than the xfi 274, but not much difference there. Need to know exact closing points to be sure, but if you did run on 87, you sure its 10.6:1? What did the spark curve look like and what air fuels?

In any case the 280xfi should work, but double check intake closing events between the two cams. Dont close any earlier than where the hot cam is now

Edit. Saw your above post. Skinnys issue does sound fuel related on rapid throttle transition but all motors are different .
In any case if you want best track performance try seting stall speed at or slight below peak torque rpm which on those cams and stealth ram, will be around 3500-4200