Without screaming "Get someone reputable to build the bottom end" Just make you ask whomever does the work, straight up "If a rod knocks or bearing goes what will the policy be? i.e. warranty on machine work. As I have heard DLS say "A bearing does not go bad" meaning external factors will be the culprit.
Do not make the mistake of leaving there without a detailed invoice that includes internal parts (hard an soft) used, all clearances, machine services rendered. This will serve you even if you take it back to them 2 years later, or take it to another builder 6 months later.
Ok past all that.
Like someone said, the Cam size is not going to be your major player for making enough horsepower to run mid tens ~500 RWHP. Actually the cam decision needs to be based on what operating rpm you want to make best torque. TQ is always the major player. Volumetric efficiency on turbo applications are going to be sufficient for any decent cam choice, but at what rpm do you plan on having VEs reach peak should be the question. This is going to drive your turbo choice.
If this is a street car, make it enjoyable by keeping the TQ curve starting at 2800. The HP will continue to rise until 5500rpm. Max TQ should be in around 3500rpm and stay constant until 5000 rpm. This means no 70MM turbo. You will not be able to turn the turbo at the RPM necessary to reach max air input into the cylinders with such a large turbo. The new technology turbos are designed so the air speed leaving the exducer tip is faster that inducer incoming air. This makes the compressor not have to spin so fast to create boost at low rpms.
Anyway, all of this to say, HP is radians per second and TQ is filling the cylinders to the max - force times area times leverage. Figure out if you want a fun riding street car that can burn rubber at 3000rpm or if you want make high HP at 6100 rpm, and have to buy a converter for 900bucks that is loose on the bottom end and efficient enough after the rated stall speed it surpassed. Once decided on rpm band, then run some numbers and read some compressor maps to pick a good turbo that will match your cam operating rpm.
Too many mid-range power seekers run out ,get caught up in much hype, and buy big parts only to realize that the car is sluggish and not enjoyable as it once was. And Yes you can smoke that new Vette and New Shelby with a 61mm wheel. It will take them more than a tracks length to catch up.
Then once you learn how to tune and coexist with headgaskets, then step up to a 70mmGTQ is so desire.
