Eric, fellow 1600 Sprint lump here,
you've been out voted. 234.
But, something that isn't being argued here, you never said you intended to upgrade to 1700.
How can anyone claim a 234 will be better in your 1600 when they are happy with it in their 1700s with uprated pistons and springs?
I am not yet convinced a 234 is justified in a 1600. As many have stated, especially Roger King, that the rest of the engine needs to be built up to support the bigger cam. This is why the A2 was/is a good choice for a low spec engine. It gives plenty of low end pull in a basic tune that remains a reliable driver.
Im not saying the 234 isn't worth doing, but getting the most out of it, you might as well do the whole race tune, machined pedestals, iron crank, pistons, etc. Oh, and while you're at it, 1700! The upside of doing all this bottom end work is you will be able to try all the cams you want till you find the one!
What a hole!
I want to pep up my Sprint as well, but I have to be concerned with that Ital rear end and how much it can take. Perhaps a map is the better route? The maps seem to help out a lot. These are really light cars. Throwing more "power" into them change the character of the handling. I still like the idea of the Super Sprint, but before all that investment, I will try a map on the A2. If that doesn't do it, a 234, map and dual springs that will clear. If I still need pistons, then its full race or back to the A2. Also, there are other cam profiles like Pipercross that will work in a road engine.
With ECU controlling the fueling and ignition you will make significant gains in low end tractability when using wilder cams allied with more power and better economy too.
I would also look to modify the timing cover to enable you ro alter the cam timing whilst on the rollers, and then look at trying different inlet lengths too once you have optimised the cam timing.
The timing figures some of the cam grinders publish are way out.