There is some good information here:

Engine Design for Superchargers

While a lot of what is said agrees with the generally accepted design ideas, there are some caveats that I find interesting and perhaps appropriate for street and truck application that go against the racing standards - some excerpts:

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Cams for boosted engines should generally be milder in duration than for normally aspirated engines designed for high peak power. Extended timing is no longer needed to produce peak power, and will interfere with boosted operation.


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The intake valve closing point should be advanced (closer to BDC), since the static compression ratio will be lower. This preserves cranking compression, and is not as useful for peak power as boost pressure. The result is a shorter intake duration.


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Compression ratio
This should be kept to a conservative level for best effect. Streetable ratios of 8.0 to 9.0:1 reduce torque compared to 10:1, and will make part-throttle response ôsoftö if a big cam with a late intake closing point is used, but permit higher boost levels.
In my opinion, there is a point of diminishing returns, where reducing the compression ratio even more (7:1, etc.) and adding more boost is not as practical, due to the reduced power in NA mode, limited cam timing, poor mileage etc. If peak power is the sole concern as in LSR competition, reducing the compression ratio to as low as 6:1 will allow considerably more boost before the onset of detonation with a gain in power, but this will make the motor more sensitive to cam timing and reduce torque in the lower RPM range,


I can see why there is a different cam profile for blowers, but it does appear that the profiles can be quite different depending on what you want the blower to do..... and where you want it done.... and those quoted statements are in agreement with my curiosity and concerns.

It would be very nice to remove the front timing covers, install a set of vernier-marked adjustable cam sprockets and go back to the dyno for a day of cam timing trials.... but I'll need to machine the sprocket plates first.... maybe someday.

Frank

'89 [color:"white"]G-Raider[color:"white"] [color:"black"]Supercharged 3.0L, MegaSquirt 2, lockup A/T, 2.5" exhaust, 172k, Cibie H4s/Oscar SCs, Hella Micro DE fogs, Cobra CB, Superwinch hubs, LSD rear/Aussie Locker front, Bilsteins, Lifeline AGM, Rust-Oleum