Hey Don, thanks for the kind words
As you know, the rumpety-rump is caused by the early opening of the intake valve on the exhaust stroke, so that spent gases are pushed back up the intake tract, thus disrupting the vacuum signal to the carb venturi. With any cam grind, it's necessary to start getting the intake valve open somewhere before TDC so that when the piston begins its descent, the intake will be open enough to begin passing mixture. The intake begins opening early and the exhaust valve closes late, somewhere after TDC to assist spent gas evacuation. This last little bit of exhaust slug also helps to "pull" the beginning of the intake slug past the intake valve. This period during which both valves are open a little is called the overlap period.

When you tighten up the lobe displacement angle, you are increasing this time during which both valves are open by opening the intake earlier and closing the exhaust later, thus increasing the overlap period. As the r's increase, you have less and less time for cylinder filling, so getting the intake open earlier and earlier is necessary as the cam timing gets wilder and you're moving your power band up in the rpm range. As with all things in life, there's a trade-off. Increased overlap is usually accompanied by increased duration, you must give up low-rpm power in favor of gaining mid-range and/or high-rpm power. It is possible, however, to grind a short duration cam using an early intake closing point for good low-rpm performance with a tight LDA of 104 or 106 degrees for a little rumpety-rump. I can't say how much rumpety you're going to get with that cam, but it should meet your performance expectations. Here's a link to the results of changing LDA and also changing advance/retard upon installation of the cam.
http://www.co.jyu.fi/~rax/lobe.htm

Once the motor is together, you can determine the best advance/retard position of the cam by doing a cylinder compression test, changing the cam position 2 degrees at a time to the retard and to the advance positions. The cam will tell you where it wants to be by reflecting the highest compression reading.

I've tried to nail down the cranking compression limit for any given pump gas, but everyone seems to have a different outlook on it. From what I've seen, a reading of 160-170 p.s.i. might be the limit for 93 octane pump gas before you experience knocking and you may have to fiddle with the ignition timing to get by.