I've seen 360whp with a stock bottom end SVT Focus and a GT3076R. They are stout motors for sure.
I finally got around to messing with the cam timing a couple weeks ago. I advanced the intake cam by 2 degrees and then 4 degrees and then retarded it the same. I did the same with the exhaust cam. I then advanced and retarded them both together 2* at a time and here's the conclusion I've come to. It seems to like it best where I've got it now with the intake cam straight up and the exhaust cam advanced 4 degrees. It seems to have the smoothest idle there plus pulls harder in higher rpm. Off boost response has improved as well. It really seems to be responding to that well. Adjusting the intake cam had very little affect on anything. The exhaust cam has been responding just the opposite. This seems to further prove the old turbo cam timing saying of "Adjust it so that the exhaust is happy. The intake is just along for the ride."
I also tested cranking pressure with the intake cam adjusted. At 4 degrees advanced, it was 178-182psi across the board. At 4 degrees retarded, it was 170-174 across the board. Not a very big difference at all and probably why it doesn't make a big difference on response and performance. With the exhaust cam retarded 4 degrees, I got a rougher idle, really poor response off boost, lots of turbo lag, and it felt like it was falling on it's face above 6k rpm. It was just the opposite at 4 degrees advanced. The idle smoothed out quite a bit, the exhaust note was deeper, response was much better, the turbo seemed to spool up sooner, and the higher I revved it, the harder it seemed to pull.
Here's a break down of the adjustments made and it's results. These cams are 228/228 @ .050", .390"/.390" lift, straight up is 108 ICL / 116 ECL with 4* overlap at .050" lift. The motor is 122ci 4 banger, 10:1 compression, with a FRPP head that flows 275 @ .400" intake and 245 @ .400" exhaust.
0/0 (112 LSA @ 108/116, 4* overlap @ .050")
Moderately lopey idle, decent driving characteristics on and off boost, and fair response. This was the base.
+4/0 (110 LSA @ 104/116, 8* overlap @ .050")
Moderately lopey idle, slightly better response off boost with weaker response and power on boost.
-4/0 (114 LSA @ 112/116, 0* overlap @ .050")
Moderately lopey idle, slightly worse response off boost with better response and power on boost.
0/+4 (114 LSA @ 108/120, 0* overlap @ .050")
Mild lopey idle, off boost and on boost response both significantly improved, deeper exhaust note, definitely more power.
0/-4 (110 LSA @ 108/112, 8* overlap @ .050")
Rough choppy idle, very unresponsive cruising around and WOT, turbo was laggy, seemed to fall on it's face in higher rpm.
+4/+4 (112 LSA @ 104/120, 4* overlap @ .050")
Moderately lopey idle, good off boost response with meh power on boost, seemed to have a little more torque down low
-4/-4 (112 LSA @ 112/112, 4* overlap @ .050")
Complete and total ****! Horrible idle and hates life in general.
So I ended up moving the cams back to 0/+4 where it seemed to run the best. I'm liking it there. The results kinda shocked me. I expected it run worse with more overlap and run better with less overlap regardless of the valve events themselves but that definitely isn't the case cause it ran better with 8 degrees of overlap and 104/116 events than it did with 4 degrees of overlap and 112/112 events. Depending on what you were going for, you could argue that it ran better than 0 degrees of overlap and 112/116 events. This has been fun to mess around with and I see myself messing around with it some more. I didn't go beyond 4 degrees for this test. I may advance the exhaust cam a little more to 6 or even 8 degrees advanced to see if it improves even more. I'm curious as to how that might result.