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<<813 South Bay cams>>
It wasn't so much a decision about the cams as it was a decision about the entire combination of parts.
I actually had quite a discussion with Matt Capri about this engine build. I was out there on business so I stopped in and spent a couple of hours getting to know him, looking at and listening to his street tracker, looking at the parts and some engines in process of assembly, and talking about the development work he's been doing. He showed me the progression of tests they'd been doing as they introduced the various changes and it became obvious that this combination of bore, stroke, compression ratio, valve size, port flow, and cam profile was the one out of everything they had done that would produce the highest, flattest torque curve, and would not require spinning the engine up around 9K to get big power. He also talked me out of the 1150 barrel kit even though I was intent on building the biggest engine I could get. Ultimately, it isn't worth the small incremental ponies you get vs. the expense and it saves machining the cases. The 813 cams are very streetable, there's no issue with off-idle throttle response or idle quality and the carbs are so infinitely tuneable that you can set them up to get exactly what you want. Matt specifies valve clearances that are .002" tighter than the Triumph specs because these cams have a more consistently machined lobe surface. But again it's the combination, not any one thing on it's own, and to me it would have been a waste of time to run cams other than what had proven to work best.
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Scott- ATL
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