I am dealer for Cam motion. I use their event timer. I have built or have helped in building more ls engines than I can count so we have tested several different components and have seen real results of how they effect the engine on this specific platform. With that said I know this being a marine app I have to considee 3 things: reversion, peak rpm, operating range. In a reversion scenario, especially with limited scavenging, you cant have a ton of overlap and exhaust closing way past 0. It is not a 1 or the other scenario but close considering our cubic inches. Throw in some lazy heads like the ls3 heads due to big cross section and we have intake reversion as well. I chose to combat this with a) dual plane- strong signal reduces intake reversion thus reduces exhsust reversion and also I dont need to peak at 68-7200 b) evc event c) trying to get ivo event to come off seat at max piston velocity to reduce lazy signal from opening too early. That is a simple calculation. Basically to answer your question I try to build cams for what the engine combo as a whole is via educated guess ( prior builds we have done, tested) and timing events. Let the lsa and advance lie where they may as long as the events make sense.

Moving right along

Oiling mods. 1/2” holes drilled in lifter trays for drainback. Still need to debur I know. Also pic of billet barbell for back of block. Much tighter tolerances= less oil seeping by.

Im using 2008 ly6 blocks. Chose these due to priority main oiling being gen iv which requires vvt delete. I went iron because of strength( found out how much a aluminum ls2 could handle the hard way at 22psi boost in the gto). Way less cylinder distortion. Also much less swing in bearing clearance while waiting for blocks to warm up. Msin reason is raw water cooling. I do not run in salt and am saving an astronomical amount of money by avoiding closed cooling. Mainly out in havasu and Phoenix.