Camshafts: the main point i feel thats important when choosing a camshaft is knowing your exhaust pressure : intake pressure ratio.
basically you can weld a bung and use the same system grumpy advocates and describes in detail here:
viewtopic.php?f=56&t=495&hilit=backpressure
cheaply and easily (remember this will go somewhere on or after the collector, and before the turbo, not on a runner or after the turbo for the purposes of this test)
and you compare the PSI you read in your exhaust to the PSIg on your boost gauge.
once upon a time to get a turbocharger system to read in the ballpark of 1:1 was something only F1 engineers were capable of on heavily funded race motors. nowadays anybody can be a pro with the right flowing turbo setup.
I have used alot of cam configurations as far as split cams, dual pattern cams, overlap, no overlap, and I feel like in an efficiently designed turbo setup where you are flowing lots of air and have a 1.5:1 or less exhaust pressure to intake pressure ratio.... the setup doesnt give a hoot much for traditional schools of thought about wide LSA and minimal overlap. if youre trying to be on a budget and score a hundred dollar cam for your combination... i would put the camshaft that best suits your needs for lift and duration based on your heads/intake combo and factor in your pressure ratio as if you were building an NA car. i dont think it really matters much about to be concerned with exhaust reversion as it relates to valve overlap unless you are pushing the 2:1 pressure range. ive never had any real significant power gains from just using a cam with less overlap and similar lift and duration in any of my turbo projects.
what I am going to do from now on with the small block powered combinations i will run in the future is what i've been doing in the past for datsun motors, call isky, get a custom cam made for my combo, its really not even more money than alot of these off the shelf cams from some of the other companies out there and im confident they know whats going on.