In my experience, the smaller the displacement, the more it likes a narrow LSA. That doesn't mean the motor becomes milder by any means, but the increased cylinder fill from overlap helps torque, and although it may not be as flat of a curve, it is more powerful.
I look at the reversion problem differently. To me, reversion is more due to intake lobe timing than overlap, although you are 100% correct that individual runners and poor header design will make it tougher to solve.
Matter of fact, with a 300 adv/250 @ .050, 108 LSA and ICL, single plane 427, I was coloring the runners black, and the intake bowls looked like exhaust bowls, by merely rolling the cam forward to 104 ICL, the entire intake port cleaned up. Certainly LSA didn't change, but how the cylinder pulled on the port did.
Regardless, all of these numbers are pretty close. I still would like an earlier timed intake lobe with an IR induction, but its all technique, any of these cams will do well. If the 108 ICL is sloppy down low, all he has to do is pull the timing cover and crank it forward.
With that in mind, if clearance is close, recommend you check intake valve clearance at 104 ICL and 108 ICL, so if you decide to later move it, you know nothing will hit.
