I have researched heads and I am going with West Coast Cyl. Heads (on the left side of your screen ----->)

I was thinking about it, and I would probably bring the duration down a little even from my suggested 210/218. Here is why: on the Whipple you cannot spin it faster than 14000rpms..trust me you don't need to anyway (multiply crank pulley size by RPM and divide by the size of the blower pulley) RPM is the key component in that calculation. Depending on how much boost you want to achieve, the smaller the blower pulley the less rpms you will want to turn the engine.

Here are my Whipple numbers you can play around with and see how it works. You will see though that you can spin the motor fairly high with a smaller pulley and still not max out the Whipple rpms. Crank pulley=8" Whipple pulley=4.25" RPMs I set it to shift at=5600. Every 0.25" drop in Whipple pulley size is about a two psi increase. And a 4.25" pulley single belt Whipple gives about 6psi.
So, (8x5600)/4.25 = 10,541 Whipple rpms. But lets see if you wanted ten pounds shifting at 6200 (Where you could expect to peak in power if you have a large cam i.e. anything over 212 int. duration) (10x6200)/3.75=16,533 Whipple rpm.

I know you would probably only run a max of about 8lbs with water injection, but who knows. I just wanted to let you know how to incorporate the Whipple into the cam selection equation.
NOTE also that you want to shift right after your max power begins to peak. This keeps you in your power band. As well, spinning heavy internal engine parts to 6200rpms is not necessary with Boost. Tunning a monster cam is not fun either, although they do sound really cool.

This is getting long, but back to my original cam estimate: 210/218 .530 .530 115lsa +2deg. advance
*Lower durations, to keep max power lower in the rpm range. Advaning a cam will bring the power on at a lower rpm. So that cam would still make torque like a 208/216 duration.
*Lift=free hp up to a point of dual valvesprings which sound like a diesel when they pull the valve back into the aluminum head.
*Higher Lobe seperation, lessen valve overlap or "scavenging" at higher rpms. You don't want to leak boost. Also higher lsa will give nicer idle too. Look at turbo Lingenfelter cams, something like 117-119lsa (i wouldn't go that high though) 115 should be great.
Happy choosing Greg. And remember, cams can be changed. It is just a minor headache..oh yeah and $300 every time you do it