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It seems that each choice would have its own pros and cons, and personal preference in engine character would dictate what the pros and cons are.
One would imagine that there is going to be some "reshaping" of the torque curve with different valve timing, an across the board gain would be pretty unlikely. I would find the engine more entertaining if it actually livened up at higher engine speeds. A flat torque curve might be fun if the engine made a lot of torque, but this one doesn't, so it's not (for me, anyway). It seems that headwork would allow one to exploit more agressive valve timing to the fullest extent.
The big-bore with stock Thrux cams probably has attributes that would be hard to quantify with a dynomometer, like sharper throttle response. The soggy lazy nature of the low-compression mill would surely be changed for the better. The overall character of the engine is still most influenced by the valve timing though and the mild timing of the Thrux/T100 cams would be effectively even milder on a larger displacement engine.
I don't know how much there is to gain here, but the stock head gasket is a girthy thickass mls type, and there have been great things said for optimizing the squish clearance in the quench area of the combustion chamber, primarily based on added combustion chamber turbulence. There is some oportunity to increase the compression ratio with a thinner head gasket, too, but I couldn't even guess how much or how little. Cometic will make custom gaskets.
I like the idea of rowdier cams with a thinner headgasket. I don't like the idea of what the cams would cost, even if one were to buy new OEM 790 cams.
All of the stuff that I just typed is straight bench-racing material. I have no personal qualifications or empirical data that suggest that I'm not full of s*it.
:-D BTW, it's unlikely that I will spend another dime on trying to convince this engine to make horsepower, but I still have an opinion about how I would do it. :wink:
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