When speaking in camshaft terms, everything is relative, general, and vague.  It's only when you get into one single specific application that you can zero in on where the lift should be, where the duration should be, where the overlap should be, etc.

For instance, what's high lift to you?   High lift to me is 1.050", but I get some customers who stand with mouth agape when I suggest to them a .570" lift camshaft. 

It's very common for me to run .630"-.650" lift at the valve on a hydraulic roller street cam.  Lift in and of itself does not affect rpm or rpm manners, unless the lift is too high for the cylinder heads and the heads are turbulent at that particular lift.   

However, too much duration can certainly get you into trouble when it comes to an engine's behavior on the street. 

What I have found out over the years is that most guys associate the lift with how the cam will behave.  That's certainly not the case.  "I've got a .600" lift cam in this thing!"  really tells me nothing except that it has .600" lift.  It tells me nothing about where the rpm range will be, how it will sound, or if it will have enough vacuum to run the brakes.   True camshaft specs will involve .050" duration, .200" duration, advertised duration, lift, how much overlap it has, and where the valve events take place.

LOL...I get a lot of funny looks when I tell people I'm right at .700 lift in a solid roller and I drive the car 6-10K a year.

When I started down the solid road, the tech hadn't been hashed out on the hyd roller stuff yet(20 years ago). Knowing what I do now, I could probably make the hyd roller cam I had work better....

I'm super curious about the plug wire boot contraptions on the bowl vents... Just when I thought I was pretty much a carb expert... I would not be the least bit shocked if that was an original idea from Mr. Patrick either... Still would love to know what in the world those are intended to aid... If I had to guess, has something to do with stabilizing pressure to bowls so the jets flow *more* consistently when air velocity picks up...? I can see that eliminating a few moving targets tuning wide if that's the case...  If willing to answer, but maybe not on the forum... You know where to find me!

Awesome work, so much admiration/appreciation for the kind of work shown in this thread.

I have a similar setup on my current combo. The car stops so well that the fuel pours out the vent tube and wreaks havoc with the idle speed. I haven't really noticed any change in the wideband readings with or without it (other than decel).

It was also pretty popular on the vintage road race cars with Holleys I worked on many years ago...

Blair...

Thanks for the carb info! As a one time user of 660's,I wondered how they were flowing that.

More dumb questions....Titanium valves? Tool steel retainers? (On the pictured heads)

That BSFC is freakin incredible....

I was wondering.....who has ports for these heads?

I just put my name on the waiting list for an iron BBM block
so it's time to start looking to get my heads done.

I picked a set up locally....at a yard sale of all places!!!